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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But this service has been historically slow, as it relied on equipment to connect people via a satellite between the aeroplane and the ground.

The post The European Union to allow calls on flights bringing an end to flight mode appeared first on PC Tech Magazine.

The idea to venture into satellite technology began after President Museveni pushed for space technology research with Russia after a meeting with delegates from the Russian-Uganda Intergovernmental Commission on Economic, Science, and Technical Cooperation in 2019.

The idea is coming into life gradually after a major step forward with the Cabinet approving funding to build a ground space station. According to some online sources, the station is located at the Mpoma Facility which will serve as the operations and communications center for satellites launched by the government. The station is reported to already have two antennas that are associated with Intelsat’s the Atlantic Ocean and Indian Ocean satellites.

Tumwesigye says ‘Mpoma Facility was chosen because it already had some infrastructure that the country has been using for international telecommunication satellites’. Therefore this would minimize the costs of having to develop a new structure while on the other hand, the government is committing about USD$2 million to improve the infrastructure.

Former Minister for ICT and National Guidance, now Minister for Lands, Housing, and Urban Development Hon. Judith Nabakooba said the country launching the satellite they will be joining the growing list of already African countries to have launched satellites.

In her remarks, Nabakooba said, “The satellite program will primarily address national security concerns and we won’t be gambling with technology. We are sure that our defense and security will improve through improved capabilities for cross-border movement monitoring and surveillance for the country.”

Nabakooba also stressed the possibility of increased private sector investment in space science, technology, research, and innovation, including foreign direct investment and collaborations.

“Space science is new in Uganda, and we will seek to work with foreign countries like Russia, Japan, Israel, among others, that implemented space science before so that we can exchange knowledge and use their research as a benchmark to improve on ours.”

Mr. Chris Nsamba, Founder and CEO of the African Space Research Program, said if the satellite is launched, it will help improve weather forecasts used by the Uganda Civil Aviation Authority.

“With the change in climate, sometimes the unpredictable weather has been delaying some flights from Entebbe International Airport. But when the satellite is launched, the Uganda Civil Aviation Authority will have more accurate weather forecasts to allow flights to take off and land at the scheduled time,” Nsamba explained.

With the satellite launch in place, the government is also working on establishing an education network around space technology. This will see Ugandan space engineers trained in Uganda other than sending them to other countries for training. Makerere University recently started a teaching program in space technology.

President Museveni has emphasized the educational benefits of a space program —pointing to the new space technology program at Makerere University’s College of Engineering, Design, Art, and Technology.

“I have asked my officials to work closely with the European Organization for Nuclear Research in Switzerland regarding the space program. This will create an opportunity for having a space camp in Uganda,” Museveni said during his concluded 2021 State of the Union speech.

The Ministry of ICT has said the station will help in developing Uganda’s space capabilities in a well-coordinated and harmonized manner —projecting benefits such as;

• Increased evidence-based technology information for planning and decision-making.
• Improved Space Science and Technology infrastructure to support research for the industrial development of the country.
• Improved Defence and Security through improved capabilities for cross-border movement monitoring and surveillance.
• Increased Private Sector investment in space science, technology, research, and innovation.
• Increase in Public servants (Human Resources) to facilitate the development of space technology in Uganda.

There was no exact timeframe for the launch but all we know it will be in 2022 if all goes as planned.

Reporter’s Note: Article written with inputs from AGU PUBLICATIONS.

The post Uganda to Join The Growing List of African Countries to Have Launched Satellites appeared first on PC Tech Magazine.

Clever Technology

Whether you are flying on a commercial jet or a private aircraft, the equipment used is similar in both. Avionics systems control the electronic portions of the plane and also work with artificial satellites and spacecraft. Over the years these have advanced substantially and are now mostly modular systems. This means that each module can come from a different supplier an, yet they will work correctly and interface together as if they had always been that way. Aeroplane builders are only concerned with ensuring that passengers are going to have the safest and best experience they can when they fly in that aircraft. Some big jets like the Airbus A380 and the Eclipse 500 are perfect examples of aircraft builds that work on the modular system and incorporate products from different suppliers.

More than Lights

If you were to step inside the cockpit of a private jet or commercial airline, you would be overwhelmed by the many different lights and sensors that appear on the control board in front of you. Many of these relate to various sensors which all play a very important role in ensuring the safety of the plane. They have sensors everywhere throughout the aircraft that can report on things like the brakes and flaps and how the hydraulic pressure is performing, how much fuel is remaining and whether there are any leaks and engine sensors that are able to monitor and ensure the temperature of the engine and report if there is a problem. All of this can be done with modules from different suppliers, and before, during and after a flight there are many checks that must be made to ensure that all parts of the aeroplane are performing correctly. The sensors play an essential element in helping these checks, as it would take so much time to go around and record all the information manually. There are also sensors that are able to control external factors such as the weather, where other aircraft are in the Sky and any turbulence that can be expected.

Audio Systems

Another vital part of the aeroplane is the audio controls. It is crucial that the pilot is able to quickly and easily communicate with not just the passengers but his crew, the ground control staff and any other aircraft that come inside of the plane. Generally, this uses a low radio frequency in a range of 118-236MHz, especially for the long-distance communication with the ground crew and other aircraft as this avoids any interference from things like mobile phones as they fall in a different range. Audio panels vary massively in capability and cost, of course, the more advanced modules are more expensive and can cost well over £7000 pounds. But for this money, you do get a very accurate communication tool that enables multiple audio channels to be in use at the same time. This means that the pilot can have an audio feed from the ground control team as well as being able to simultaneously talk to the cabin crew. It uses 3D sound, which means that it spreads the channels around, as would happen in a natural conversation if the people speaking were in the same room. So, for example, the ground crew may come from the left comma and the cabin crew may appear to be from behind the pilot. This makes it easier for the brain to distinguish who is talking at any one time.

GPS

One thing that is very important for a pilot is to ensure that they remain on the correct flight path for which they have clearance. It may surprise you to learn that Garmin, who make many of our own domestic Sat Nav devices are behind some of the technology available for jets. GPS is incredibly vital as unexpected issues can occur if the plane deviates off the flight path, not least leaving it on course to crash into something else. Again, these modules have other features such as topographical maps, touch screen, details of the weather and flight plans for other nearby aircraft. They are incredibly complex, but they are modular and will work when plugged into and alongside other components from different manufacturers.

Inflight Entertainment

Inflight entertainment may not be so crucial to the safe flying of a plane; however, it is undoubtedly very valuable for the passengers, especially on long haul flights. These devices focus solely on the passenger experience and ensuring they can access on-demand movies, Wi-Fi, games and music. It has to be said that these are incredibly expensive devices, and that is why you may not always have exactly what you hoped for when you fly. Inflight entertainment systems are one of the costliest components and can cost well over $10,000. This is only part of the system, and this cost only covers the controller, each passenger then needs a screen, with a controller, and any other equipment and it all needs to link back.

The post Avionics Equipment: The Technology Behind Modern Day Jets appeared first on PC Tech Magazine.

Business Daily reports that the companies have shown interest in the use of drones in the country following the adoption of regulations to guide the operation of such devices.

Kenya is now the third African country after Rwanda and South Africa to have a legal framework in place for the remotely controlled aircrafts or drones.

KCAA director general Gilbert Kibe said that while Facebook has not clarified the specific areas that they want to use the UAVs for, Uber wants to test flying taxis in the country. Uber wants to build cars that can fly, with plans to launch an aerial taxi service by 2020.

Drone regulations were gazetted last year, in a move that now legalises their use in Kenya. The rules are, however, supposed to be ratified by parliament.

[related-posts]

Via TelecomPaper

The post Facebook and Uber seek permission from aviation regulator to operate drones in Kenya appeared first on PC Tech Magazine.

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.

A two seater chopper which is in its final stages of production will start test flights once it is granted permission by the Tanzania Civil Aviation Authority.

The plan was initiated by the Arusha Technical College, department of Mechanical and Engineering as an alternative to easing the transport issues by offering affordable choppers to Tanzanians.

“We are complementing President Magufuli’s industrialisation policy in pioneering the first locally made helicopters that will be available to ordinary residents at affordable prices,” explained the man behind the ATC chopper project, Engineer Abdi Mjema

The chopper will have a flying ceiling of 400 to begin with, due to the high altitude in the mountainous region and a non-pressurized cabin, but will have it increased to the flying height of a normal commercial chopper which is 8,000 feet above sea level.

The college says they will be able to produce up to 20 choppers in a year when the project gets a nod from higher authorities.

The post Tanzania begins Manufacture of its own Helicopters appeared first on PC Tech Magazine.

3D printing is any of various processes used to make a three-dimensional object. In 3D printing, additive processes are used, in which successive layers of material are laid down under computer control. These objects can be of almost any shape or geometry, and are produced from a 3D model or other electronic data source.

The Airbus A350 XWB, therefore, has more 3D printed parts than any other before it.

One expert reportedly told the BBC that it was a significant step because new lightweight materials could be used and produced to airline safety standards.

Stratasys, which manufactured the parts, said it had reduced production time and costs.

In a statement the US firm said that it had made “more than 1,000 flight parts” using its Stratasys FDM 3D Production Systems. The parts were for the first-of-its-type A350 XWB aircraft, delivered in December 2014.

The process was supervised by Airbus to ensure it met its own delivery deadlines to airlines.

“From what I can gather it’s certainly unprecedented in scale,” said James Woodcock, an expert on 3D printing with Rapid News.

“Historically, the use of 3D printed parts have been in military aircraft rather than commercial passenger jets.”

The post Meet the plane that had 1,000 parts 3D printed to beat deadline appeared first on PC Tech Magazine.

I once had an unpleasant exchange with a flight attendant on South African Airways a few years ago after he noticed I had earphones on when the aircraft was preparing to land. While we had, as always, been advised to switch of all such devices, I thought Airplane mode was intended just for such purposes; that I could still listen to Reba McEntire (yes, really!) as the pilot guided the aircraft down to the runway.

So I had nicely turned on Airplane mode and tightened my seatbelt.

“Didn’t you hear that you’re supposed to switch off all devices?” He rudely asked.

“Well, but it’s in Airplane Mode,” I answered while trying to offer explanations he wasn’t planning on having.

“Switch it off, now!” He ordered.

Of course, as a young man who had only recently started flying, I did as he asked.

Not that I agreed.

By definition, Airplane mode “suspends many of the device’s signal transmitting functions, thereby disabling the device’s capacity to place or receive calls or use text messaging – while still permitting use of other functions that do not require signal transmission (e.g., games, built-in camera, MP3 player).” It basically turns off the “phone” capabilities.

Fast-forward 4 years later, airlines not only let passengers utilize their devices’ Airplane mode, they also offer free Wi-Fi (yes, wireless Internet) at certain times during the flight!

Among carriers that serve this region, Emirates Airlines was the first to announce the free Wifi offer for a selected range of aircrafts, as reported in this March 2015 story.

It got me thinking of the various silly status updates some people could make on Facebook, especially when bored on a five or so hour flight. And the potential panic some of them could cause among relatives back home.

Now a report released this week by the U.S. Government Accountability Office (GAO) said new aircraft may be susceptible to having their inflight computer systems hacked through onboard wi-fi networks or remotely by individuals elsewhere.

“According to cybersecurity experts we interviewed, Internet connectivity in the cabin should be considered a direct link between the aircraft and the outside world, which includes potential malicious actors,” read the 56-page report.

“Four cybersecurity experts with whom we spoke discussed firewall vulnerabilities, and all four said that because firewalls are software components, they could be hacked like any other software and circumvented,” the report said.

Not surprisingly, the report also notes that the situation is made worse by prevalence of smartphones and tablets, especially in the cockpit.

“The presence of personal smartphones and tablets in the cockpit increases the risk of a system’s being compromised by trusted insiders, both malicious and non-malicious, if these devices have the capability to transmit information to aircraft avionics systems,” stated the dossier.

CNN reported that following the publication of the report, lawmakers demanded that the federal agencies act fast to counter any potential threats to the aviation industry.

“[The FAA] must focus on aircraft certification standards that would prevent a terrorist with a laptop in the cabin or on the ground from taking control of an airplane through the passenger wi-fi system,” Representative Peter DeFazio told CNN.

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