December 14, 2017 - No. 097 In This Issue Where birds and planes collide, a winged robot may help More than 500 Commercial Aircraft Now Flying with Gogo's 2Ku Technology EU and Tunisia end negotiations on new aviation agreement 'Invisible' Digital Twins Taking Flight at GE Aviation P&WC's PurePower® PW800 Engine Selected to Power the new Falcon Business Jet EC approves easyJet's proposal to buy parts of Air Berlin Tsunami Tsolutions joins IFS Partner Network for Aviation & Defense Sector TSA testing new screening technology to detect suicide vests Enlightened Lighting: UTC Aerospace Systems Unveils Longer-Lasting, More Reliable A320 Wing Navigation Lights Marine Corps Shows Off Drone Helicopter for Cargo Ops Where birds and planes collide, a winged robot may help The bird, apparently a female falcon, wheels into view 100 feet over Edmonton International Airport, flapping her wings - hunting behaviour. She pursues a flock of starlings, which scatter into the safety of the woods. The falcon is majestic, graceful and resolute. She is also a machine - a battery, sensors, GPS, barometer and flight control computer stuffed into a falcon-shaped, hand-painted exterior. A human on the ground controls her wings. The Robird patrols the skies around the airport, in Alberta, Canada. Her mission is to mimic falcon behaviour in order to head off a serious threat to aviation: the bird strike, which happens when a bird or flock collides with an airplane. The Robird doesn't actually catch any prey. Its job is to alert birds to the presence of a predator, herd them away from the airport, and teach them to prefer a less dangerous neighbourhood. Small birds do little damage to a plane, even if they are sucked into an engine ("ingested" is the aviation term). But a large bird, or sometimes a flock of small ones, can bend or break engine blades. In the worst case, big birds knock out two engines, leaving zero. As the world knows, a flock of Canada geese disabled both engines of a US Airways jet in January 2009. Captain Chesley Sullenberger's Hudson River landing - it was the right plane, right pilot and right circumstances - saved all 155 people aboard. According to the Federal Aviation Administration, United States civil aircraft suffered 142,000 bird strikes between 1990 and 2013. Gerald Skocdople, chief pilot for the 737 at Canadian North Airlines, said that bird strikes vary with routes and time of year - "in Canada in the middle of the winter it's not too big of an issue." He estimated that at Canadian North, about one flight in a thousand strikes a bird. In the vast majority of cases, passengers won't even notice. "The bird is usually the one that's going to be on the losing end of that," said Jul Wojnowski, a wildlife specialist at Edmonton airport. Few strikes are big enough to damage planes. In the United States, those 142,000 strikes destroyed 62 planes, injured 279 people and killed 25. Skocdople said that Canadian North has had three "catastrophic engine damage incidents" from large birds in the last 16 years. All the planes landed safely. But during the times of the year when birds migrate, you think about them all the time, he said. Birds prefer flat, open spaces where they can see predators - and that's an airport. They also like farms and water - which often abut airports. Since birds hang out relatively close to the ground, the risk of bird strike is greatest at takeoff and landing - just when they're also most dangerous. "Altitude is golden," Skocdople said. "If you're up high, the flying speed is faster, but it gives you more options." Airports have many ways to reduce the risk of bird strike. They try to prevent birds from coming in the first place: rid the surrounding area of crops that birds eat and can harbor small animals. Airports also scare birds away, often with things that go boom, such as propane cannons that produce startling explosions. Edmonton uses cannons and fireworks, said Christopher Chodan, a spokesman for the airport. But birds are smart. They quickly realise that scare tactics are a bluff. Buzzards will sit on the cannon, fly up when they hear the telltale sign it's about to go off, and then resume sitting, said Robert Jonker, operations manager at Clear Flight Solutions, the Netherlands-based company that built the Robird. "They will very quickly habituate to a threat." Edmonton airport has also used live falcons to scare away birds. But falcons need care and feeding, they can't work all day, and they can't herd birds to where you want them. And even the best- trained falcon is still a wild animal. There's always a chance a falcon can push birds into the path of a plane - or go there herself. And, sadly, airports kill birds. Since the Miracle on the Hudson, New York City airports have killed more than 70,000 birds, according to an Associated Press investigation. The Robird posed a huge engineering challenge. Falcons flap their wings when they hunt. If they're not flapping, they're not hunting - and therefore, not scaring away their prey. Soaring doesn't do it. But how do you get a machine to mimic a falcon flapping its wings? The Robird depends solely on flapping its wings for propulsion. This was the original plan of the Wright brothers - wisely abandoned in favour of fixed wings and propellers. Jonker said he worked on the Robird for 13 years - "and then I stopped counting" - to get the right flex and lift to copy the particular wing motion of a peregrine falcon. That raptor was chosen because many birds instinctively fear it. Kevin McGowan, an ornithologist at the Cornell Lab of Ornithology, said that the peregrine is not large enough to be a reliable threat to Canada geese and other very big birds. Jonker, however, said that at Edmonton, the Robird was able to reroute migrating geese. And he's developing a mechanical version of the super-predator, a bald eagle - a bird whose size poses another set of engineering difficulties. Jonker and others who work on the Robird caution that it is unlikely to ever become an airport's sole method of bird control. But they claim that it is likely to be a particularly good one: Because birds are hard-wired to fear raptors, they won't habituate to the Robird. McGowan said that might not be completely true. "The closer you get to the genuine article, the better," he said. "But even then birds figure out that some individual predators aren't particularly scary." Earlier this month, a drone (not a Robird) collided with a passenger airplane for the first time in Canada. The plane had minor damage and no one was hurt. Still, airports are rightly wary of drones. Jordan Cicoria, the managing director of Aerium Analytics, a Calgary-based company that operates the Robird at Edmonton, argues that a Robird is safer than an autonomous drone. It's controlled by a pilot on the ground, who is always accompanied by an observer to keep track of flocks and monitor the environment. The operators are in contact with air traffic control. The Robird is programmed to stay within a confined area, over the grasses and ponds near the airport, and to stay away from runways. If it were to malfunction, it would fall straight down, avoiding the drift that can put a drone in harm's way. Edmonton was the first commercial airport to test the Robird, in a three-month trial that just ended. (Southampton International Airport in Britain is also doing a test, which will end in early December.) During the Edmonton trial, the Robird's day started when wildlife specialist Wojnowski made an early-morning drive around the perimeter to see where birds were flocking and what species were present - he's recorded 170 different species. At 7,000 acres, Edmonton is one of the largest airports in the world, so this is not a quick errand. The Robird operators then work with Wojnowski to choose where to fly, altering the schedule during the day as necessary. Few birds means few Robird flights. (Rain means none, and the Robird does not work well in very cold weather - something Jonker is working to remedy.) But some days the Robird flew six times, said Cicoria. "We had to randomize it. If we had a set schedule - same time, same place - the birds know not to go there at that time." The operators choose their spot and lob the Robird by hand, as with a paper airplane. The battery in the Robird's head can last for 15 minutes, but falcons usually fly for only about five minutes, so the Robird does, too. Nobody will talk about how much the airport is paying to employ the Robird. "Because it's a trial and first of its kind, we haven't created a full costing model yet," said Cicoria. It's obviously a lot, though, because of the two-man crew. Cicoria said that the crew does other survey and inspection projects when it's not flying the Robird, to defray costs. Edmonton collected data on how birds reacted, how long it took them to return and in what numbers. "We are trying to determine if repeated dispersals decreased the presence of birds over time," Chodan said. The data is not yet analysed, but Chodan said in an email: "We have seen firsthand that Robird does cause birds to leave the area it is flying in. It will not necessarily replace other measures of bird control, but it is definitely a good new tool. As the technology and techniques evolve, Robird will get more effective and efficient, so it is worth further effort to study and develop." In the spring, when birds return to Edmonton airport, the Robird will be waiting for them. http://www.independent.co.uk/news/science/where-birds-and-planes-collide-a-winged-robot-may- help-airports-safety-a8095026.html Back to Top More than 500 Commercial Aircraft Now Flying with Gogo's 2Ku Technology CHICAGO, Dec. 12, 2017 /PRNewswire/ -- Gogo (NASDAQ: GOGO), the leading global provider of broadband connectivity products and services for aviation, announced today that it now has more than 500 aircraft flying with its 2Ku technology with more than 400 of those installations taking place in 2017. The company has also shortened install times to around 30 hours, which is less than half the time that it typically takes to install a broadband satellite connectivity solution. "We are setting a new industry standard in terms of technology deployments in aviation. We continue to set the bar higher in terms of speed of installation and will finish the year within the install range we set for 2017," said John Wade, Gogo's executive vice president and COO. "We know that when passengers experience the 2Ku difference they travel happier which, in turn, makes our airline partners happy. So, we are investing in finding ways to get 2Ku aircraft online as fast as we can." Total awards for 2Ku inflight connectivity solution have now surpassed 2,000 aircraft. Gogo has added more than 550 aircraft awards in 2017 alone. "2Ku is the best performing connectivity solution in the market and that performance has resulted in the technology becoming the most rapidly adopted broadband satellite connectivity solution in the history of commercial aviation," said Michael Small, Gogo's president and CEO. "While we continue to grow our backlog of 2Ku aircraft, we are also focused operationally on making sure 2Ku also becomes the most rapidly deployed technology in commercial aviation history." About Gogo: Gogo is the Inflight Internet Company. We are the leading global provider of broadband connectivity products and services for aviation. We design and source innovative network solutions that connect aircraft to the Internet and we develop customizable services for our aviation partners. Once connected, we provide industry leading reliability around the world. Our mission is to help aviation go farther by making planes fly smarter, so our aviation partners perform better and their passengers travel happier. You can find Gogo's products and services on thousands of aircraft operated by the leading global commercial airlines and thousands of private aircraft, including those of the largest fractional ownership operators. Gogo is headquartered in Chicago, IL with additional facilities in Broomfield, CO and locations across the globe. Connect with us at gogoair.com. https://www.prnewswire.com/news-releases/more-than-500-commercial-aircraft-now-flying-with- gogos-2ku-technology-300570224.html Back to Top EU and Tunisia end negotiations on new aviation agreement The European Union (EU) has concluded a new set of negotiations with the Tunisian Government for the development of a futuristic aviation agreement. The agreement is expected to provide additional market access for airlines as well as offer improved connectivity, more choice and reduced fares for travellers. Negotiated by the European Commission as part of its Aviation Strategy for Europe, the agreement also seeks to bring another 800,000 passengers to Tunisia over a period of five years. The deal could further generate a GDP growth of 2.7% from travel and tourism, and increase annual traffic by up to 13% every year. It will also help establish a common regulatory framework for aviation safety and security, among others. EU Transport commissioner Violeta Bulc said: "Today, we are not only delivering on the EU's aviation strategy, we are also taking our relations with Tunisia to new heights. "This far-reaching aviation agreement will improve market access and contribute to the highest safety, security and environmental standards." Both the EU and Tunisia have agreed to sign the agreement after completing their respective internal procedures. The EU is currently discussing new aviation agreements with the Association of South-East Asian Nationals (ASEAN), Qatar, Tunisia and Turkey. Following the completion of the signing, more than 75% of all passengers flying in and out of the EU, or more than 240 million passengers per annum are expected to be covered by EU-level aviation agreements. The EU has already negotiated the agreements with its partner nations, including the US, Canada, Morocco, Jordan, Western Balkans, Ukraine, Israel, Georgia, Moldova and Switzerland. https://www.aerospace-technology.com/news/eu-tunisia-end-negotiations-new-aviation- agreement/ Back to Top 'Invisible' Digital Twins Taking Flight at GE Aviation As aircraft engines roll off the production line at GE Aviation in Lafayette, workers there are also producing "ghost" engines of sorts, called digital twins. The cutting-edge digital replicas exist for each individual engine, giving the company an electronic trail for every single one-allowing GE to monitor its performance, predict maintenance issues and, ultimately, reduce costs long after the engine leaves the plant. While digital twins are gaining traction in many industries, GE Aviation says it's one of the companies leading the technology's adoption. Eric Matteson is the executive plant leader at GE Aviation's Lafayette Engine Facility, which opened in 2015 and builds engines for Airbus' A320neo, Boeing's 737 MAX and Comac's 919-all recognizable planes to the average airline passenger. On each engine that rolls off the line in Lafayette, he says there are about 2,000 critical characteristics that will help determine its performance. "We capture data on each of those characteristics as we put the engine together," says Matteson. "It's a massive amount of data; a flight to Europe, for example, is about half a terabyte per engine." With two engines per plane, that's enough data to fill a computer's entire hard drive. Every single flight, the information is collected electronically via sensors on the engine that are connected to the engine control unit. That mind-boggling amount of data is gathered, organized and transmitted to the digital twin, so it's always up-to-date with the actual engine in the field. "We gather data from each flight while it's flying or once it pulls up to gate. We download data from the flight data management system, the weather satellites and so forth," says Matteson. "With this digital replica of the engine, we can use predictive analysis to model where it's going to need service and what kind of service it's going to need as that engine ages. Then, we can optimize the turnaround time to get it back to wing sooner, returning more flying days for that engine per year." Matteson says GE has been collecting massive amounts of engine data for about 15 years, but the recent emergence of the Internet of Things (IoT) makes the information come to life. "There was a massive amount of data that we were collecting [about 15 years ago] that we just never analyzed because it was hard-it was in different databases and not easy to use," says Matteson. "What's changed now is the data is freely going into databases, and we have superior computing power to convert that data to metadata, do predictive analysis on it and provide that information to humans who can make smarter decisions faster." Digital twins are accessible throughout GE's facilities, including the Lafayette operation, where Matteson says the technology is especially helpful for the maintenance, repair and overhaul team. "For a customer like an airline, the vast amount of data that comes off the engine isn't as interesting to them as when we can tell them, 'You're going to have to take the engine off at this date,'" says Matteson. "Now we can plan together, so it doesn't impact that aircraft's service. We're maximizing the total value proposition of the aircraft and equipment." Of the 65,000 installed GE engines, the manufacturer is collecting data on about 35,000. Analysts can look at a single digital twin or combine many to produce a big-picture perspective of an entire fleet. Every engine produced at the Lafayette plant-currently, about eight per week-has a full digital twin. Matteson says the concept is being applied across many industries; GE is working to increase its use on locomotives and healthcare equipment, for example. Unbeknownst to the typical airline passenger, Matteson says digital twins are constantly churning in the background of every single flight, with GE crunching data-a tool that Hoosier workers are building into each Indiana-made engine to help a new technology take flight. http://www.insideindianabusiness.com/story/37058659/invisible-digital-twins-taking-flight-at-ge- aviation Back to Top P&WC's PurePower® PW800 Engine Selected to Power the new Falcon Business Jet LONGUEUIL, QUEBEC--(Marketwired - Dec. 13, 2017) - Pratt & Whitney Canada (P&WC) announced that a member of P&WC's PurePower PW800 engine family has been selected to power the new Falcon Business Jet, which was announced earlier today by Dassault Aviation. P&WC is a subsidiary of United Technologies Corp. (NYSE:UTX). The PurePower PW800 engine is optimized for high-flying, fast, long-range business jets and shares the same proven, rigorously-tested core technology used in Pratt & Whitney's award-winning PurePower family of geared turbofan commercial engines. The advanced common core technology, employed in 15 different PurePower engine applications, has amassed more than 400,000 in-service hours. "We are honoured that Dassault Aviation has once again put its trust in P&WC for its new aircraft and we look forward to further develop our long-standing relationship with them on this new platform", said Irene Makris, Vice-President, Sales & Marketing, Pratt & Whitney Canada. The PurePower PW800 engine incorporates the latest generation of technologies in every aspect; delivering double-digit improvement in fuel efficiency, setting a new "green" engine standard for emissions with the advanced TALON™ X combustor, and its low-noise design and low vibration levels will result in an exceptionally quiet cabin, enabling a more comfortable passenger experience. Thanks to its robust design, exceptional maintainability, and advanced diagnostics capabilities, the PurePower PW800 engine will deliver best-in-class availability and dispatch reliability to operators. This will be coupled with the PurePower PW800 family's enhanced service offering tailored for today's operator needs. About Pratt & Whitney Canada Founded in 1928, P&WC is a global leader in aerospace that is shaping the future of aviation with dependable, high-technology engines. Based in Longueuil, Quebec (Canada), P&WC is a subsidiary of United Technologies Corp. United Technologies Corp., based in Farmington, Connecticut, provides high-technology systems and services to the global aerospace and building systems industries. This press release contains forward-looking statements concerning future business opportunities. Actual results may differ materially from those projected as a result of certain risks and uncertainties, including but not limited to challenges in the design, development, production, support, performance, and realization of anticipated benefits of advanced technologies; as well as other risks and uncertainties, including but not limited to those detailed from time to time in United Technologies Corp.'s Securities and Exchange Commission filings. http://www.marketwired.com/press-release/p-wcs-purepower-pw800-engine-selected-to-power- the-new-falcon-business-jet-2243250.htm Back to Top EC approves easyJet's proposal to buy parts of Air Berlin The European Commission (EC) has granted an unconditional approval to UK-based airline easyJet to purchase certain assets of Air Berlin, which filed for insolvency in August. The approval was granted under the EU Merger Regulation and follows an examination carried out by the EC on the impact of the proposed €40m transaction in the EU single market. After examining the transaction, the EU was convinced that the deal would continue to promote healthy competition in the market. EC competition policy commissioner Margrethe Vestager said: "Our job is to make sure that airline takeovers do not result in less competition - that would mean higher flight fares and less choice for consumers. "EasyJet's plans to buy certain Air Berlin assets will not reduce competition and we have approved it today. Our decision enables easyJet to grow its presence at Berlin airports and start competing on new routes to the benefit of consumers." In October, easyJet signed an agreement with Air Berlin to buy part of its operations at Berlin Tegel Airport in Germany. The deal excludes potential start-up and transitional operating costs and expects to allow easyJet to lease former Air Berlin aircraft, acquire other assets such as slots, and offer employment to Air Berlin flying crews. It will also enable easyJet to operate 25 aircraft from Berlin Tegel Airport. https://www.aerospace-technology.com/news/ec-approves-easyjets-proposal-buy-parts-air-berlin/ Back to Top Tsunami Tsolutions joins IFS Partner Network for Aviation & Defense Sector STOCKHOLM, Dec. 13, 2017 /PRNewswire/ -- IFS, the global enterprise applications company, today announced that Tsunami Tsolutions LLC, a leading Aerospace & Defense solutions provider based in North America, has joined the IFS Partner Network. The strategic partnership will increase delivery capacity of IFS Applications™ and IFS Maintenix™ to the global Aviation & Defense (A&D) industry and help customers streamline complex, asset-intensive operations. Tsunami provides information technology and engineering solutions to leading organizations in the aerospace, military, and Maintenance, Repair & Overhaul (MRO) industries, including Pratt & Whitney, Lockheed Martin, and United Technologies. Its solutions and target markets fit well with IFS which has proven Enterprise Asset Management (EAM), Enterprise Resource Planning (ERP) and MRO solutions, and a strong market presence within Aviation & Defense. IFS was recently named the leading vendor of EAM to the A&D sector in terms of market share by business analysts ARC Advisory Group. The Tsunami product portfolio addresses key A&D processes from logistics & inventory management, spare/repair parts management and maintenance tracking, to cost forecasting and aftermarket sales support. This expertise, when combined with the industry-leading knowledge of IFS, will enable Tsunami A&D customers to streamline asset-intensive operations to keep pace with the evolving defense environment and dynamic commercial aviation sector. "Tsunami's success is built on establishing strong relationships with our customers and growing our portfolio by working closely with key business partners. We are looking forward to working with IFS to expand our offerings and best support our customers in the rapidly changing aviation and defense markets," said Matt Atwater, founder and CEO of Tsunami Tsolutions. "The partnership with Tsunami is reflective of the global success IFS is currently experiencing in aviation and defense," said Scott Helmer, Senior Vice President at the Aviation & Defense Business Unit, IFS. "Strategic partners like Tsunami play an essential role in delivering and building on the capabilities of IFS, while helping us expand into new markets and regions. We are thrilled to continue working closely with Tsunami and sharing our mutual expertise to further support our growing A&D customer base." For more information about the IFS Partner Network, please visit www.ifsworld.com/corp/partners/. For more information on how IFS supports companies in aviation and defense, visit www.ifsworld.com/corp/industries/aviation-and-defense/. https://www.prnewswire.com/news-releases/tsunami-tsolutions-joins-ifs-partner-network-for- aviation--defense-sector-300570771.html Back to Top TSA testing new screening technology to detect suicide vests The Transportation Security Administration (TSA) is testing a new screening technology that can detect suicide vests in transit hubs and other soft-target areas, the agency announced Wednesday. While the project has been in the works for several years, the announcement comes just days after an attempted terrorist attack on a busy New York City transit hub. A man detonated a pipe bomb strapped to his body in an underground passageway connecting the Times Square subway station and the Port Authority bus terminal, injuring five and stirring panic during the Monday morning commute. The TSA said it is partnering with the Los Angeles County Metropolitan Transportation Authority to test the explosive screening system, known as a stand-off explosive detection unit. The technology has already been used for big events such as the Super Bowl. The device can tell whether an individual is wearing a person-borne improvised explosive device by identifying any metallic or non-metallic objects that are blocking the naturally occurring emissions from a person's body. If someone wearing a suicide vest walks by the unit, then an alarm is triggered. The detection system can help combat the growing threat to mass transit systems, especially as terrorists have begun to shift their targets in the face of ramped up aviation security. The TSA warned the trucking industry months ago that terrorists are increasingly turning to unsophisticated weapons and tactics such as vehicle-ramming. "Along with industry partners, we are committed to identifying, testing and deploying technology that addresses threats to transportation across the spectrum," TSA Administrator David Pekoske said in a statement. "We need to innovate and evolve faster than the adversary, and more importantly, deploy technology ahead of the threat-curve." While the TSA is supplying the equipment for the demonstration, the system will be operated by employees of the transit agency, the TSA said. The unit does not emit any kind of radiation or display a person's anatomical details, the agency added. http://thehill.com/policy/transportation/364705-tsa-testing-new-screening-technology-to-detect- suicide-vests Back to Top Enlightened Lighting: UTC Aerospace Systems Unveils Longer-Lasting, More Reliable A320 Wing Navigation Lights CHARLOTTE, N.C., Dec. 13, 2017 /PRNewswire/ -- UTC Aerospace Systems, a division of United Technologies Corp. (NYSE: UTX), announced today that it has recently received a Supplemental Type Certificate (STC) from both the U.S. Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA) for a set of new, advanced technology LED wing navigation lights for the Airbus A320 aircraft family. Through a combination of innovative features, the lights are designed to offer customers a convenient retrofit option that provides enhanced longevity and reliability to reduce maintenance and operating costs. Equipped with longer-lasting LED technology, the new lights boast a mean time between failure (MTBF) of 39,000 operating hours. Each light contains two redundant high-power LED systems, for enhanced reliability. A near-end-of-life indicator provides the user with a visual indication when 1,000 operating hours remain. In addition, the lights are engineered to provide increased resistance to humidity through a proprietary production process. Currently in service with major European and North American airlines, the new lights are mechanically and electronically interchangeable with current units installed on A320 conventional wing tips. "At UTC Aerospace Systems, we're committed to continuously developing technologies and creating products that save our customers time and money, and that's precisely what our new wing navigation lights are designed to do," said Mike Wagner, Senior Director of Aftermarket for Interiors. "With the recent certifications from FAA and EASA, airlines can now retrofit their A320 fleets with these new lights, and benefit from the increased reliability and operational efficiency they provide." Based in Lippstadt, Germany, Goodrich Lighting Systems GmbH designs and manufacturers tip-to- tail interior and exterior lighting products for commercial aircraft, regional and business jets, military aircraft and rotorcraft. With decades of experience in developing and producing aircraft lighting, the business combines the latest technology with sophisticated designs and elaborate optical concepts to help its customers reduce maintenance and operating costs. About UTC Aerospace Systems UTC Aerospace Systems is one of the world's largest suppliers of technologically advanced aerospace and defense products. UTC Aerospace Systems designs, manufactures and services integrated systems and components for the aerospace and defense industries, supporting a global customer base with significant worldwide manufacturing and customer service facilities. For more information about the company, visit our website at www.utcaerospacesystems.com or follow us on Twitter: @utcaerosystems About United Technologies Corporation United Technologies Corp., based in Farmington, Connecticut, provides high-technology systems and services to the building and aerospace industries. By combining a passion for science with precision engineering, the company is creating smart, sustainable solutions the world needs. For more information about the company, visit our website at www.utc.com or follow us on Twitter: @UTC https://www.prnewswire.com/news-releases/enlightened-lighting-utc-aerospace-systems-unveils- longer-lasting-more-reliable-a320-wing-navigation-lights-300570898.html Back to Top Marine Corps Shows Off Drone Helicopter for Cargo Ops QUANTICO, Va. -- The Marine Corps on Wednesday hosted the final demonstration of a new type of autonomous aircraft technology that could radically transform how the U.S. military resupplies combat units. A team of officials from Aurora Flight Sciences, a subsidiary of Boeing Co., demonstrated the company's Autonomous Aerial Cargo/Utility System, or AACUS -- a special package of hardware and software combined into an autonomous kit capable of being mounted on multiple airframes. AACUS is designed to deliver vital combat supplies such as ammunition, fuel, food, water and even blood to Marines and other combat troops operating in remote locations that are inaccessible by vehicles and greatly increase the risks to pilots flying resupply missions, Aurora officials said. "It has a software package that enables it to make mission decisions on its own; it has a suite of sensors that allows it get information from the environment to inform its decision, and it is pushing the envelope on autonomous capabilities," Walter Jones, executive director of the Office of Naval Research, told an audience at the demonstration. "It can navigate to the location, even in a GPS-compromised area; it can determine the best location for a safe landing ... in low-visibility conditions," he said. AACUS began as a response to a Marine Corps urgent need statement. It is currently installed onto a Vietnam War-era UH-1 helicopter. Marine Lt. Gen. Robert Walsh called AACUS a "fantastic program," that is "in some ways ahead of our requirements." Walsh is the commanding general of Marine Corps Combat Development Command and the deputy commandant for Combat Development and Integration. "This is one capability that we are moving out on very quickly," he said. "This gives us that capability to distribute and move logistics forward in an autonomous way." During the demonstration, the AACUS flew supplies into two separate forward operating base settings and then demonstrated how Marines on the ground could stop or postpone the AACUS from landing to avoid an unseen hazard, by simply pressing a button on a special tablet. Despite its sophistication, the AACUS carried a backup pilot, in case of problems with the system and to perform certain operations, Aurora officials said. Jason Jewel, a retired Marine major who spent 14 years on active duty flying helicopters and the V- 22 Osprey, said one of his primary tasks Wednesday was to engage the autopilot system while on the ground. "Once it is engaged, I get on the radio and clear the ground operator to launch ... and then he launches me from the computer, and then after that I don't need to touch the flight controls," said Jewel, who is Aurora's chief test pilot for the AACUS program. "I did not have to take over today; takeoff to landing was fully automated," he said. The next step is to put AACUS "in the hands" of Marines in Sea Dragon 2015, Phase II scheduled for fiscal 2018, Wash said. Aurora officials said several other services are interested in AACUS, although "it is targeted right now for Marine Corps needs," Jones said. The training program for AACUS takes less than a day and is geared toward personnel without aviation experience. "They will do a request and that [aircraft] will come to them ... it's completely autonomous, and it will fly into the landing zone just like a pilot would," said Dennis Baker, AACUS program manager for the Office of Naval Research. https://www.military.com/defensetech/2017/12/13/marine-corps-shows-drone-helicopter.html Curt Lewis