Phm machine learning Rockwell collins health monitoring

UTC Aerospace Systems (UTAS), a subsidiary of UTC, offers an “alternative” to the Boeing aircraft health management as an Ascentia Advanced Prognostics and Health Management (PHM) solution for the 787.

All Nippon Airways (ANA) recently approved the Ascentia test. But while UTAS’s statement on the deal provides an “almost immediate analysis” to Asentia, the company assures Runway Girl Network that ANA 787s data will not be transferred while the Twinjets fly. The data will be processed on the ground instead.

“Our pilots with the ANA oversee components in the ATA’s 21st, 24th, 32nd, 36th and 49th classes, including the REM air fan and the aerial bicycle machine. Essentia ANA receives all flight information and logs. It was recorded, “said Ajay Mahajan, deputy director and general manager of asset management and strategy at UTC Space Systems.

Using three key data methods to improve reliability – physics-based data, statistical analysis and machine learning – UTAS ANA reduces erratic retention, reduces service interruptions, and enhances store visits. Able to provide practical analysis.

“We combine real-time data with advanced analytics to improve operational efficiency and make driving reliable,” Mahajan said in an email statement.

Health monitoring and transfer of AOC data over IFC broadband.

Boeing’s original dream was to transfer AHM data in real-time (disabled for a long time) to a Ku broadband connectivity solution known as Boeing Connection. But despite significant comments about Boeing’s latest efforts in 2014, there aren’t many promising examples of this dream coming true.

The 2014 Memorandum of Understanding between Singapore Airlines and Panasonic Avionics – which aims to connect, among other things, broadband aircraft to air operating networks – seems to bring the industry closer together. Yes, although neither side has updated the RGN., customers are in the cabin of all Nippon Airways Panasonic Ku and SITAONAIR Inmarsat SwiftBroadband (SBB) supported communication solutions; these tubes do not support modern carrier health monitoring systems using UTAS. So what is the state of the game in the industry?

Noting that aircraft health monitoring applications have been developed at ACARS, Sneakernet and Cellular, Peter Limay, an industry consultant and “Satcom expert” who has helped raise industry standards, told RGN: “None. Simple features cannot guide (if needed) ACARS and IP. However, we are constantly moving towards IP.

An important part of this work is the development of the ARINC pp848 project paper, which aims to create a secure communication interface between the aircraft’s IP network and the aircraft’s OEM, airport or ground network hosted within a third party. It is to explain. She is.

LeMay described the slow pace of change in his opinion:

• EFB is the display interface for IP communications, but these standards still include the ARINC 619 ACARS Management Protocol (AID).
• The easiest first step is to choose the PP848 method hosted on the same AID or EFB and then connect to the “COTS” Ku / Ka radio network.

• USING THE MESSAGE SEPARATION PRINCIPLE, the ACARS CMU modifications began working to allow one-time routing between ACARS data links and unsecured IP data links.
• There are examples of this “in the jungle” relating to ACARS on mobile phones (which has a strange authenticity, and I think it is limited to unsafe messages). It will be the Ku / Ka-band Satcom track.

For Lemme’s next point on wild examples, SITAONAIR is leading the cellular work of ACARS Terrestrial Data Link in partnership with Telden, calling it “the most innovative way to bring new IP networks on board for operational communications.” Up “.

During the APEX EXPO in Boston, SITAONAIR told RGN that the solution was now “India Flight”, and its implementation was “optimal”. The company says the technology also supports air transport – or is ready to help.

Management ensures that Classic safety services will remain secure in VHF / VDL with Inmarsat and Iridium L-band links, Sitaonair AOC data, engine health monitoring data, or cabin IoT data in the most appropriate way. Tasks, if the above links or broadband cabin connection are more efficient than before, such as Inmarsat GX for which SITAONAIR is a service provider, and other communication pipes in the cabin.

So how much information will be properly transmitted during the flight? Gregory Owen, SITAONAIR’s chief technology officer, says: Well, you know we’ve all heard of it and nothing, from the beginning of Tilden to the point that Qantas would save 40% of ACARS from doing so on Earth, which probably doesn’t exist anyway.

I think it will depend on how each airline manages its operations. The only thing I agree with is that it’s not a huge amount of data anyway.

You buy your plane every day for the price of [a cup] of coffee. So I think the playground is now the best value and performance channel for every user on the road and the ground.

So your scenario goes like this: Do I want to automatically display QR data [Quick Access Recorder] when I’m on the floor? Yes, with a 3G mobile phone? Nice. Do I want to be able to download emergency logs along the way, and will I do it in ACARS? Yes, you do.

The coil explains that SITAONAIR AIRCOM Connect software is “the beast that controls everything” that tells you “what data passes, what price, what channel and when”.

He added that while SITAONAIR could manage how ACARS data is transmitted securely – including via any satellite communication [in flight] – it would share it with airport users. And it’s still completely transparent about the tracks.

You should have two separate wires. It is a traditional data link flow. The impetus here is that airlines have created applications for managing data links and have been doing so for over 40 years, and we don’t want to touch their apps.

So our job is to make it completely transparent to the airport that we will have these ACARS data streams if it is VHF, SBB, cabin [communication], 3G, and bring it all to our infrastructure on the ground and make sure it’s perfect Transparent airline

He suggests that the slow start in business is because the Net VOIP data link solution “requires many changes and many hidden costs for the airport, so it didn’t happen. Both worlds.” Taking full advantage of this – the fact that I can put this smart device on my plane and use it as a SITAONAIR service provider offers real value. “

Interestingly, in 2015, SITAONAIR and UTAS announced a partnership to deploy AIRCOM Connect software solutions on the UTAS Complete Electric Flight Package (EFB) hardware platform. The pair included an UTAS tablet interface tool. Could you take advantage of it? UTAS support features.