Beta Technologies is a Vermont-based organization gaining practical experience in electric flying. The organization centers around making advanced eVTOL airplanes for traveler and freight transportation. Beta expects to address the natural difficulties presented by ordinary flight while satisfying the developing need for proficient and eco-accommodating transportation arrangements by utilizing state-of-the-art innovation and feasible energy rehearsals.

Center developments

1. eVTOL Airplane

Beta Technologies’ lead item is the Alia-250, an eVTOL airplane intended for various applications, including freight conveyance, clinical vehicles, and traveler travel.

Key features:

• Electric Impetus: Controlled completely by power, the Alia-250 offers a calmer, more energy-proficient option in contrast to conventional airplanes.
• Vertical Departure and Handling: Its eVTOL ability kills the requirement for long runways, making it appropriate for metropolitan and distant regions.
• Manageability: With no emanations during activity, the carbon impression of avionics is fundamentally decreased.

2. Charging infrastructure

Beta Innovations isn’t simply making airplanes; it is likewise constructing the foundation to help them. The organization has fostered an organization of quick charging stations to empower consistent activity of its eVTOL airplane by Immediate X2 ProAir. These charging center points are decisively positioned to improve reach and proficiency.

3. Battery technology

The organization is at the forefront of growing high-limit batteries that can drive electric airplanes effectively. These batteries guarantee long-range flights and speedy re-energizing abilities, making them ideal for business use.

Applications of Beta Technologies’ Innovations

• Freight Conveyance: The eVTOL airplane is great for time-touchy freight conveyances, particularly in regions with restricted street access.
• Clinical Transportation: With its speed and openness, the Alia-250 can ship organs, clinical supplies, and patients in crises.
• Traveler Travel: The future emphasis of Beta’s airplane intends to reform metropolitan portability by offering quick, eco-accommodation options in contrast to conventional drives.

Sustainability and Environmental Impact

Beta Innovations is a forerunner in the push for a more manageable flight industry. By lessening dependence on non-renewable energy sources and cutting discharges, the organization tends to the squeezing need for environment-cognizant transportation. Its creative airplane and framework intend to lessen commotion contamination and ecological corruption, making urban communities more reasonable.

As for its future prospects, Beta Innovations has earned huge consideration and speculation from worldwide flight and innovation pioneers. The organization’s obligation to develop and maintainability positions it as a vital participant in store for transportation. As administrative systems for the eVTOL airplane develop, Beta is ready to lead the charge in reclassifying flight.

Beta Advancements isn’t simply a flight organization; it is an image of development and supportability. With its spearheading eVTOL airplane, powerful charging framework, and devotion to decreasing outflows, the organization is setting new guidelines for the fate of transportation. As the world hugs electric versatility, Beta Innovations remains at the front of this change, preparing for a cleaner, greener planet.

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This comprehensive guide will explain the core principles, processes, and benefits of ARP4754A/B, shedding light on their significance in the aviation industry.

Introduction to ARP4754A and ARP4754B

ARP4754A, established by the Society of Automotive Engineers (SAE), serves as a foundational guideline for the development of civil aircraft and systems. This document outlines a systematic approach to avionic system development, emphasizing safety, reliability, and compliance with aviation regulations. ARP4754B, the evolved version, refines and updates the principles of its predecessor, incorporating advancements in technology and industry best practices.

The Evolution from ARP4754A to ARP4754B

ARP4754B represents a natural progression from ARP4754A, reflecting the ever-changing landscape of increasingly complex aircraft and avionics. While ARP4754A set the groundwork for systematic development processes, ARP4754B further emphasizes the integration of safety, software, and hardware, addressing the increasing reliance on the ecosystem within modern avionic systems. This evolution ensures that avionic developers are equipped to meet the challenges posed by cutting-edge technologies.

ARP4754A Today

The revised ARP4754A is officially titled “Guidelines for Development of Civil Aircraft And Systems.” It covers the development cycle for aircraft and avionics systems. Rarely can one judge a book by its cover or title; however, in this case, the title literally conveys a powerful message: if you are involved with the development of aircraft or systems, you should be well versed in ARP4754A’s ‘guidelines.’ Why? There are two key points that should be understood before first opening the pages of ARP4754A:

1. ARP4754A’s title states “guidelines,” but failure to understand and apply ARP4754A may reduce safety and will significantly reduce your ability to achieve certification. The ability to demonstrate robust, safe avionics begins with the approach to systems safety before development. It is very difficult to apply retrospectively in order to rectify a weak system.
2. While its predecessor ARP4754 was broadly similar, too many organizations treated it as “optional” befitting its name “Guideline”; however, certification organizations worldwide have increasingly, and formally, mandated adherence to this latest version, ARP4754A.

For experienced, proficient developers of aircraft or aircraft systems, ARP4754A reads like a book for maintaining good personal health: make a plan for health, understand healthy living, be safe, eat well, reduce stress, exercise, sleep, get regular check-ups to prove you followed your health plan, and repeat. For aircraft, an analogous synopsis of ARP4754A would state:

1. Plan your aircraft/system’s development lifecycle ecosystem.
2. Implement Safety activities per ARP4761 (ARP4761A starting in 2018).
3. Define and justify Assurance Level.
4. Define system architecture and requirements; Validate.
5. Perform Verification and Configuration Management.
6. Implement Process Assurance and prove Transition Criteria.

Understanding the V-Model Development Process

Central to both ARP4754A and ARP4754B is the V-Model development process. This model provides a visual representation of the relationship between development stages and verification and validation activities. The left side of the “V” represents the development phases, including requirements definition, design, coding, and integration. The right side represents verification and validation, ensuring that each development phase is rigorously tested and verified. This systematic approach guarantees that avionic systems are thoroughly evaluated, reducing the likelihood of defects and ensuring their reliability.

Decoding Development Assurance Levels (DAL)

Development Assurance Levels (DAL) introduced by ARP4754A and ARP4754B are a cornerstone of avionic development. DAL categorizes systems based on their safety impact, ranging from DAL A (lowest impact) to DAL E (highest impact). Each level corresponds to specific development and certification requirements, guiding avionic developers in tailoring their processes to manage risks effectively. This risk-based approach ensures that resources are allocated proportionally to the potential impact on safety.

The Role of Safety Assessment and Analysis

Safety assessment and analysis are integral components of ARP4754A and ARP4754B and are formally addressed within ARP4761 (and the new ARP4761A). Avionic developers are tasked with identifying potential hazards and conducting comprehensive risk assessments. This involves analyzing failure modes, evaluating the severity of consequences, and determining the likelihood of occurrence. By systematically addressing potential risks, developers mitigate the likelihood of accidents and ensure that safety remains at the forefront of the development process.

Navigating Software Considerations and Certification

In today’s avionic systems, software is pivotal in functionality and performance. ARP4754B places significant emphasis on software considerations, providing detailed guidance on software development, verification, and validation. Developers must adhere to strict coding standards, conduct comprehensive testing, and demonstrate the software’s compliance with safety requirements. This meticulous approach guarantees that software components meet the same level of reliability as hardware.

Hardware Aspects and Certification Requirements

While software is prominent, hardware remains a critical component of avionic systems. ARP4754A and ARP4754B outline certification requirements for hardware, encompassing factors such as reliability, redundancy, and fault tolerance. These standards ensure that hardware components are designed and manufactured to meet stringent safety and performance criteria, contributing to the overall integrity of the system.

Seamless Integration and Thorough Verification

The integration of subsystems and components is a complex undertaking in avionic system development. ARP4754A and ARP4754B stress the importance of well-planned integration and verification processes. Integration tests ensure that individual components interact seamlessly, while verification tests validate that the system meets its requirements and operates as intended. This rigorous testing regime minimizes the chances of defects and malfunctions, enhancing the overall reliability of the avionic system.

Unlocking the Benefits of Adhering to ARP4754A and ARP4754B

Adhering to ARP4754A and ARP4754B offers a range of benefits for avionic developers. These guidelines provide a structured framework that reduces development risks, accelerates certification processes, and enhances collaboration among interdisciplinary teams. By following these standards, developers instill a culture of safety, foster regulatory compliance, and bolster their reputation within the aviation industry.

Future Trends: Innovations in Avionics Safety

As avionics technology continues to evolve, safety standards and regulations should be revised as well. ARP4754A and ARP4754B are anticipated to adapt to accommodate emerging technologies such as autonomous systems, artificial intelligence, and electric propulsion. Avionic developers must remain vigilant, staying informed about industry trends and regulatory updates to ensure ongoing compliance and safety in their systems.

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Aircraft automatic dependent surveillance is a technique in which aircraft automatically provide, via a data link, data from the on-board navigation and position-fixing systems, including aircraft identification, four-dimensional position (e.g. latitude, longitude, altitude and time) and additional data, as appropriate. The technique is termed “automatic” because there is no intervention from the pilot or interrogation from terrestrial stations, and “dependent” because the data is dependent upon on-board systems such as global positioning system and altimeter. The system relays the information to the relevant airline operators and air traffic control centers who then track the aircraft identifying any anomalies in its flight profile and initiate emergency procedures where necessary, enhancing safety in the sky.

“Since the tragic loss of life with the disappearance of flight MH370 in 2014 over the South China Sea, ITU has undertaken activities to improve the tracking of in-flight aircraft using advanced information and communication technologies,” said ITU Secretary-General Houlin Zhao. “The adoption of these technical principals for enhanced aircraft surveillance via satellite will make great strides in saving lives.”

Different aircraft automatic dependent surveillance systems have been standardized within the International Civil Aviation Organization (ICAO), such as terrestrial automatic dependent surveillance-broadcast (ADS-B) and automatic dependent surveillance-contract (ADS-C).

The technical principals adopted by ITU support implementation of reception of ADS-B via satellite that would enhance surveillance of aircraft, particularly in areas where terrestrial receivers cannot practically be deployed, such as in oceanic, trans-polar and remote regions – and would be a major step in the implementation of the ICAO global aeronautical distress and safety system.

The technical principals are published in the new technical report, Reception of automatic dependent surveillance-broadcast via satellite and compatibility studies with incumbent systems in the frequency band 1 087.7-1 092.3 (REPORT ITU-R M.2413-0).

“The adoption of the technical principals in ITU’s report is a major step towards improving international global flight traffic safety, through the cooperation between ITU and ICAO,” said François Rancy, Director of the ITU Radiocommunication Bureau. “It also advances implementation of World Radiocommunication Conference 2015 decisions on an internationally recognized spectrum for aircraft automatic dependent surveillance via satellite.”

[related-posts]

This report was published and adopted by ITU-R Study Group 5, which focuses on systems and networks for fixed, mobile, radiodetermination, amateur and amateur-satellite services. The ITU-R Study Groups develop the global standards (Recommendations), Reports and Handbooks on radiocommunication matters.

More than 5,000 specialists, from administrations, the telecommunications industry and academic organizations throughout the world, participate in the work of ITU Study Groups on topics such as efficient management and use of the spectrum/orbit resource, radio systems characteristics and performance, spectrum monitoring and emergency radio communications for public protection and disaster relief.

Via ITU

The post ITU adopts new satellite tracking of in-flight aircraft to improve safety appeared first on PC Tech Magazine.

“The aviation industry could not be sustainable if the skills that are needed in this sector are not developed in time. The identification of scarce skills within the aviation sector is critical, so that the relevant training is located within the framework of the demanding and technically advanced areas,” he said.

A previous 3D-simulator ATNS used broke in 2009 and could not be fixed since. This contributed to exorbitant costs of either sending candidate air traffic controllers abroad for training, or recruiting air traffic controllers from abroad.

The ATNS then entered into a partnership with Airways New Zealand, which developed the software and hardware specifications the new simulator requires. ATNS provided the hardware, which was procured and manufactured in South Africa.

ATNS CEO Patrick Dlamini explained that the aerodrome simulator is based on the actual surroundings an air traffic controller would see, making it possible to certify controllers with zero actual operational experience.

“We are able to recreate any airport terrain in the world and simulate virtually any flight conditions or operational difficulties to prepare our candidates for the real thing. This paves the way for South Africa to become a centre of air traffic controller training excellence in Africa,” he said.

ATNS acquired a number of software licences, enabling it to install the aerodrome simulators at other locations across the country, and also in the Southern African region should the need arise.

Ndebele added that with October being Transport Month, Airways New Zealand would now embark on a skills transfer programme, before ATNS would assume responsibility to develop new simulator scenarios and to keep the other ones current. Three ATNS representatives would undergo training in New Zealand for this purpose.

When asked by Engineering News Online about the costs of the aerodrome simulator, ATNS engineering and technical services executive Thabani  Mthiyane said it would be difficult to express the cost in exact financial terms, but added that it already cost more than R15-million, and that maintenance would also cost a substantial yearly amount.

Ndebele said the 3D aerodrome simulator project would make a significant contribution to government’s declaration of this year being the ‘year of job creation and service delivery in the transport sector’.

Africa’s air transport industry is estimated to contribute more than $12.3-billion to the continent’s gross domestic product.

Source: GladAfrica

The post SA: ATNS unveils high-tech 3D air traffic control simulator appeared first on PC Tech Magazine.

Airline CEO Rodney James says the use of the iPad 2 as an electronic flight bag will ensure the airline’s pilots’ duties are simplified and more efficient.

Electronic flight bags are electronic information management devices that support hundreds of general aviation applications that simplify pre-flight planning and assist with in-flight operations. They display a variety of aviation data or perform basic calculations, such as performance data, and fuel calculations.

The iPad 2 has has been cleared by the American Federal Aviation Authority (FAA) as a device that doesn’t interfere with aeroplane electronics. Its ten-hour battery life means pilots can use the device on long flights without needing to connect it to a power socket in the flight deck.

1time is working closely with aviation expert Jeppesen, the SA Civil Aviation Authority and Apple to introduce the system. Jeppesen is also set to provide airlines with tailored coverage, which will extend the iPad 2 applications to include Enroute and Text, and thus provide a full route manual suite.

1time says it’s only the third airline in the world to use the iPad 2 as an electronic flight bag. The other two are Alaska Airlines and American Airlines

Source: Tech Central News

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