SEA Games: PH squash team settles for another silver NATO’s aging eye in the sky to get a last overhaul Biggest Pogo service provider padlocked for tax evasion Sports Related Videospowered by AdSparcRead Next LATEST STORIES Celebrity chef Gary Rhodes dies at 59 with wife by his side Hotel says PH coach apologized for ‘kikiam for breakfast’ claim It proved the game’s only goal and brought a tame end to another wildly successful day for Malaysia, who reached a record 140 gold medals to finish top of the table for the first time since 2001.Haziq was the fall guy but the Thais were well worth their 1-0 half-time lead after Chenrop Samphaodi had curled a shot wide and Suriya Singhui saw a strong header saved by the goalkeeper.FEATURED STORIESSPORTSSEA Games: Biñan football stadium stands out in preparedness, completionSPORTSPrivate companies step in to help SEA Games hostingSPORTSBoxers Pacquiao, Petecio torchbearers for SEA Games openingMalaysia’s goalkeeper Muhammad Haziq bin Nadzli reacts after losing to Thailand during their men’s football final match of the 29th Southeast Asian Games (SEA Games) at Shah Alam Stadium, outside Kuala Lumpur on August 29, 2017. / AFP PHOTO / MANAN VATSYAYANAThailand also had an early penalty shout turned down and just prior to the own goal, Phicha Au-Tra narrowly failed to connect with a cross which trickled across the face.After the break, Worachit Kanitsribumphen was twice denied by last-ditch defending from the Malaysians, while Sasalak saw a menacing shot go wide. Malaysia were restricted to the odd attempt from distance before Danial Amier fizzed one over on 69 minutes and Syazwan Andik went close with a curling shot 12 minutes from time.The men’s football final was the last act of a bumper penultimate day, with 60 gold medals up for grabs and Malaysia taking 29 of them to reach an unbeatable 140 for the tournament.Malaysia have amassed more than one-third of the 404 gold medals at the mini-Olympics, smashing their previous record of 111 and sealing top spot for the first time in 16 years.Thailand trailed on 69 golds and Vietnam had 58, meaning the second and third-placed teams totaled less than Malaysia between them.ADVERTISEMENT Trending Articles PLAY LIST 00:50Trending Articles02:49World-class track facilities installed at NCC for SEA Games03:07PH billiards team upbeat about gold medal chances in SEA Games05:25PH boxing team determined to deliver gold medals for PH03:04Filipino athletes share their expectations for 2019 SEA Games00:45Onyok Velasco see bright future for PH boxing in Olympics02:25PH women’s volleyball team motivated to deliver in front of hometown crowd01:27Filipino athletes get grand send-off ahead of SEA Games00:36Manny Pacquiao part of 2019 SEA Games opening ceremony Trump signs bills in support of Hong Kong protesters MOST READ View comments Lacson: SEA Games fund put in foundation like ‘Napoles case’ Don’t miss out on the latest news and information. Ethel Booba on hotel’s clarification that ‘kikiam’ is ‘chicken sausage’: ‘Kung di pa pansinin, baka isipin nila ok lang’ Thailand’s football team players celebrate after defeating Malaysia during their men’s football final match of the 29th Southeast Asian Games (SEA Games) at Shah Alam Stadium, outside Kuala Lumpur on August 29, 2017. / AFP PHOTO / MANAN VATSYAYANAMalaysian goalkeeper Haziq Nadzli scored a horrendous own goal to hand Thailand a 1-0 win in the Southeast Asian Games football final on Tuesday, puncturing the hosts’ celebrations as they finished top of the medals table.In a moment that will haunt Haziq, the 19-year-old punched a corner into his own net on 39 minutes, silencing 80,000 fans at the cavernous Shah Alam Stadium.ADVERTISEMENT Robredo should’ve resigned as drug czar after lack of trust issue – Panelo
Log in to Reply Log in to Reply I was told that back in the 1950s when a British Post Office technician had completed a telephone installation (unlike North America, the Post Office was responsible for telecommunications in most of the British influenced world), the foreman would check the wiring layout with a spirit level. Much later, in the 1990s I saw a technician wire a panel with a layout so orthogonal it was truly a work of art. With the cost of labour today (even before the 90s) wiring has become much more unruly, but whilst a bird’s nest may be OK in a prototype, production and maintenance must have a systematic and manageable wiring configuration. In order to produce low cost houses rapidly in South Africa, they have a standard house layout and then drop a pre-made wiring loom into a house shell from above and in a few hours the house is completely wired. Some of us actually do have to take our assembled boards and drop them into panels and interconnect them in the field. This discussion is for you.One of the earliest techniques of bundling wires together was to wrap the wires using a catgut-like twine. When trussed up tightly it looked good, but it wasn’t very flexible and more importantly, any change involved cutting the twine and then rewrapping. Cable ties are an extension of this idea although the sheer number of different types and colours of cable ties can boggle the mind. Take a look at Essentra’s e-catalog. It does help to use a cable tie tool to tension the cable ties. In one of my earlier blogs “Top 17 helpful hints for constructing electronic systems” I gave a hint that bears repeating. If you are going to cut a cable tie, cut the block with the locking mechanism. If you try and cut the band itself, there is an incredibly good chance you will cut one of the wires as well. One commenter pointed out an occasion where there was a thin fluid pipe in the bundle, and someone cut through it necessitating a complete rewire.I am not sure about recent vehicles (who looks under the hood these days), but spiral wrap was very common in automobiles at one time. Using a special tool, it is easy and quick to work, and can be combined with twine or cable ties. An alternative to the spiral wrap is “split corrugated loom tubing” and is easy to stuff the wire into the tube since it is split along its length.If you need liquid-tight sheathing there are alternatives, but you are going to need techniques to pull the wires through and the patience of a saint, or a wiring department or subcontractor. And if you really have the time, to make the project pretty you could fish your wires though a woven sleeve. You can even get it in silicone or fiberglass for high temperature applications.With the wire in looms you may want to attach them to a panel or some other surface. There are many ways to do this using cable mounts and latching clips as well as clamps. Feast your eyes on the selection that Richco provides and see how easy (sarcasm) it is to make a selection. And they are only one of many manufacturers.Figure 1: Cable loom with cable ties and self-adhesive mounts on the front panel (Source: Author) Figure 2: Flat cables held by flat cable mounts. (Source: Author) For projects where you want to hide your cables completely you can use surface raceways or so I am told. This is not dissimilar to the tubing used to carry household and industrial electrical wiring. It comes with T sections and corners. Sizing and cutting will require some accuracy and I expect some kind of automation for repeat orders.I am more familiar with ducting where the duct consists of a channel and a cover and the sides of the channel are fingered so that wire can be brought out of the ducting close to the point of contact. It is possible to use cable ties inside the duct, but not really necessary as the wires are hidden by the cover.Figure 3. Ducts with the wires feeding out to connect to nearby devices. Note the cable glands on the lower right. (Source: Author) Now if your loom is attached to a moving assembly there is the chain cable carrier system which is a flexible duct system. It would be nice to design something with this one day.You have to remember to cater for the fact that the cable must pass through the side of a panel and must be protected from chafing against the sharp metal edges. There is the simple grommet edging or from my perspective, the better option of strain relief (aka cable gland) so the any external tugging at the cable is not transmitted to the connections inside the box.And finally – labelling the wires. There are several systems for wiring labels. The more dated approach involved preprinted markers that cater for a particular wire diameter that you slip over the wire one marker at a time to build the identity. There are also self-adhesive pre-printed characters on cards that work in a similar and you have to stick each one in turn onto the wire. I really dislike this approach. More modern systems use printed adhesive tape á la the Brother P-Touch that allows any text and almost any length. Brady is probably the best known in this field.I have provided links above to individual suppliers for all the parts. There are many alternatives and substitutes, some of them direct replacements. Any electrical supplier will carry a full range. Did I leave anything out? Do you use any other techniques, or do you use any techniques at all. Let me know in the comments below.Editor’s Note: Do you have examples of particularly good or exceptionally bad wiring? If so, send Max Maxfield or Steve Evanczuk a photo (jpeg, please) with a one- or two-sentence description along with the source of the photo (as Source: xxx) – see examples above – and if it’s your own photo, just use your name as the source. antedeluvian says: “As a comment to his blog “Do They Know that “Analog” Makes Digital TV Possible?”nhttp://www.planetanalog.com/author.asp?section_id=396&doc_id=564478&nBill Schweber points out a link to good and bad examples of cabling:nnhttp://www.cablinginst antedeluvian says: “How’s this?nhttps://image-store.slidesharecdn.com/618bfbe9-2e2d-439e-b079-94eea386898f-original.jpegn” Share this:TwitterFacebookLinkedInMoreRedditTumblrPinterestWhatsAppSkypePocketTelegram Tags: Design Methods Continue Reading Previous Want to win a rugged hand-held oscilloscope?Next Embedding custom real-time processing in a multi-gigasample high-speed digitizer February 3, 2017 at 1:57 pm 2 thoughts on “Tidy your wiring” December 27, 2016 at 11:00 pm Leave a Reply Cancel reply You must Register or Login to post a comment. 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Liverpool boss Klopp’s Christmas Message: Why these players so specialby Paul Vegas10 months agoSend to a friendShare the loveLiverpool boss Jurgen Klopp has paid tribute to his players in his Christmas Day message.Klopp says a key to their success so far this season is the ability of his team to ignore “the noise” of the media and press.He told Liverpoolfc.com: “This is my fourth Christmas as the manager of this incredible football club and although I am not the kind of guy to allow myself to look backwards, I think it is fair to say we have had an incredible ride in 2018 with some real highs and a couple of disappointments.”That’s what gives me the confidence and belief there is more to come from these boys in 2019, that there is more to come from this journey we are all involved in.”We can – and should – all be proud of what the team have done so far this season, but this is only the beginning and there is still such a long way to go, both this season and in terms of what this group of players can achieve.”The best thing about these boys, and what has helped us have such a good start to the season, is they do not listen to the noise; they are 100 per cent every single day in training and every single matchday. We know when we say ‘one game at a time’ some people might consider it football talk, but that really is the way for us. It is the philosophy that has got us to where we are currently.” About the authorPaul VegasShare the loveHave your say
Bournmouth boss Howe knows they’re fighting history against Spursby Paul Vegas10 months agoSend to a friendShare the loveBournmouth boss Eddie Howe knows they’re fighting history against Tottenham today.Howe’s side have never beaten Tottenham in the top flight, losing five and drawing one of their six meetings and conceding 17 goals in the process.They have also lost all five meetings with the division’s top six clubs this season.Howe says his team must approach the game with attacking intent and relish what promises to be a stern test.”We’ve found the games against Tottenham difficult,” said Howe, whose team travel to Manchester United following the Spurs clash.”But we enjoy the challenge and we enjoy these types of moments where we haven’t achieved something yet and we are working towards it.”We expect to get something, that’s how we’ve always been, no matter who we play.”The reality is these games are very difficult so we’ve got to try and attack the games, I think that’s our best form of defence.” About the authorPaul VegasShare the loveHave your say
LSU OL Jevonte DomondUpdate: LSU has suspended offensive lineman Jevonte Domond following his domestic violence arrest. #LSU has suspended OL Jevonte Domond. Les Miles has reached out to Domond but has yet to speak with him, Michael Bonnette says.— Ross Dellenger (@DellengerAdv) May 26, 2015Earlier: LSU offensive lineman Jevonte Domond has been arrested for an alleged felony domestic violence abuse battery with strangulation, according to police reports obtained by The Advocate. Domond, who transferred into the Tigers’ program from Glendale Community College (Arizona) last summer, played in one game last season. The details of the alleged incident are ugly. BREAKING: Booking records show #LSU OT Jevonte Domond was booked into EBR Prison on charges of Felony Domestic Abuse Battery w/Strangulation— Chandler Rome (@Chandler_Rome) May 26, 2015From the report: According to a Sheriff’s Office report, an argument occurred Monday afternoon between Domond and his fiancée. During the dispute, while she was leaning over the crib of their “newborn baby,” Domond allegedly “grabbed her from behind by the neck,” lifted her off the ground and dropped her, the report says.The woman told deputies she “began to lose consciousness,” the report says, and she “almost blacked out.” At some point during the argument, Domond allegedly grabbed a bandana from his fiancées head. In response, she sprayed him with pepper spray, the report says.The woman told deputies Domond then picked her up and “slammed her on the couch,” the report says. She also told them Domond bit her on her hip, prompting her to spray him again with pepper spray, the report says.You can read the rest of the report here. An LSU spokesman confirmed to The Advocate that the program is aware of the situation, though they have yet to officially comment on the matter. Domond, who is currently in East Baton Rouge Parish Jail, is reportedy scheduled to appear in court on Tuesday.
Image Courtesy: Philly ShipyardUS-based Philly Shipyard (PSI) has delivered the American Endurance, the first of four 50,000 dwt product tankers being built for American Petroleum Tankers (APT), a subsidiary of Kinder Morgan.The American Endurance is part of a USD 568 million agreement signed between Kinder Morgan and Philly Tankers in August 2015. Under the agreement, Kinder Morgan said it will take assignment of contracts for the construction of four new 50,000 dwt, Tier II tankers to be built at Philly Shipyard (formerly known as Aker Philadelphia Shipyard).Featuring a length of 183 meters and a width of 32.2 meters, the American Endurance has a carrying capacity of 14.5 million gallons of crude oil or refined products, according to the shipyard.The next generation product tanker is based on a Hyundai Mipo Dockyards (HMD) design that incorporates numerous fuel efficiency features, flexible cargo capability, and the latest regulatory requirements, Philly Shipyard said.The vessel was constructed with consideration for the use of LNG for propulsion in the future and has also received LNG Ready Level 1 approval from the American Bureau of Shipping (ABS).“Today’s delivery of our 25th vessel, aptly named the American Endurance, is a profound symbol of the shipbuilding legacy we have continued since re-opening in 1997. In collaboration with American Petroleum Tankers, we are proud of our contributions to renew the current tanker fleet with a more modern and environmentally friendly design,” Philly Shipyard said.The shipyard said it has commenced construction of three other 50,000 dwt tankers for APT, with the deliveries planned in 2017.
Following the crash of Ethiopian Airlines flight ET302 after takeoff from Addis Ababa this weekend, as an aviation journalist who writes regularly about safety, the answer one is always supposed to be able to give when asked if I trust the regulatory experts and would board a Boeing 737 MAX is an unqualified “yes”.But I could not give that unqualified “yes” if asked whether I would happily fly on a 737 MAX yesterday, and even less so today with a growing number of jurisdictions expressing concerns by grounding the aircraft while ET302 is investigated.Civil aviation authorities in Europe, the UK, Australia and Singapore have issued bans on the 737 MAX, and the numbers of airlines and jurisdictions refusing to allow the aircraft to be flown continue to grow. It remains unclear precisely what the regulators and airlines are looking to assess. Reading between some lines, it’s possible to speculate that, with the ET302 black boxes now found, they are looking for either similarities or differences to the JT610 crash five months ago. Boeing’s Maneuvering Characteristics Augmentation System (MCAS) software, the way it works, and how (or even whether) pilots have been trained to use it, will be under particular scrutiny.“The UK Civil Aviation Authority has been closely monitoring the situation,” said a spokesperson. “As we do not currently have sufficient information from the flight data recorder we have, as a precautionary measure, issued instructions to stop any commercial passenger flights from any operator arriving, departing or overflying UK airspace.”EASA has suspended all 737 MAX operations, saying in a statement: “As a precautionary measure, EASA has published today an Airworthiness Directive, effective as of 19:00 UTC, suspending all flight operations of all Boeing Model 737-8 MAX and 737-9 MAX aeroplanes in Europe. In addition EASA has published a Safety Directive, effective as of 19:00 UTC, suspending all commercial flights performed by third-country operators into, within or out of the EU of the above mentioned models.”In suspending MAX operations, Australia’s CASA said: “This is a temporary suspension while we wait for more information to review the safety risks of continued operations of the Boeing 737 MAX to and from Australia,” CEO and Director of Aviation Safety, Shane Carmody, explained. “CASA regrets any inconvenience to passengers but believes it is important to always put safety first.”In the United States, airlines continued to fly the aircraft – and have expressed confidence in the type – but the Association of Professional Flight Attendants representing American Airlines cabin crew confirmed to its members that they are not required to fly on the aircraft if they have safety concerns: “I contacted management again this morning with safety concerns of our Union and members flying this aircraft. Their current response is they will follow the normal fear of flying procedures. It is important for you to know that if you feel it is unsafe to work the 737 MAX, you will not be forced to fly it,” said APFA National President Lori Bassani in a statement. “You must contact crew schedule and your flight service manager who will remove you with a Personal Off (PO). While I have requested that the PO be non-chargeable, details must still be worked out. You may make up the flying via the regular methods available.”Any matter of aviation safety is a dread risk, the ultra-low probability, ultra-high impact events for which airline crashes are often used as the perfect example. Humans are notoriously poor at assessing dread risks, because the impact outweighs the likelihood in our minds, especially when we are not able to control the likelihood.That’s part of why fear of flying is common, yet fear of driving is much less so, despite the hugely greater likelihood and equally lethal impact potential of road traffic accidents. Even this journalist who could not give an unqualified “yes” to the 737 MAX would have few qualms about driving to the airport, objectively a more dangerous activity. But the fact is that travelers are worried about flying on the MAX, and to dismiss those worries as irrational misses the point.Having flown on the MAX, would I knowingly do so again right now? Image: John WaltonThe shrinking number of airlines who are still flying the MAX refuse to allow passengers to opt out without paying significant change fee penalties. The aircraft is perfectly safe, argue those airlines, and they are awaiting regulators’ directions. But it cannot be both acceptable for flight attendants not to be penalized for avoiding the MAX and for passengers to be penalized for doing so.It is easy for those within the industry to issue the standard line — with or without a tinge of derision about the great unwashed panicking over nothing — about waiting for the experts before jumping to conclusions. It is especially easy to do so from behind a keyboard rather than staring at the door of an aircraft that multiple regulators have grounded.Regulators are experts, and while there are of course geopolitical questions at play in certain regulator geographies, with the motives of China and Indonesia in grounding fleets possible to ascribe at least partly to wider contexts, it is hard to suggest that multiple uncoordinated regulators in the UK, Australia, Singapore and elsewhere have much to gain from grounding the MAX, let alone the growing numbers of airlines who have done so.From my perspective as a journalist who deals regularly with certification and regulators on safety issues, I have professional concerns about the level of regulation in a number of areas: from seat testing and passenger safety to emergency egress certification, the levels of real-world vs computer testing required, the amount of read-across that is permitted when certifying derivative models of airframes, the amount of self-certification that is allowed, and so on. Many of these concerns have been raised here by Runway Girl Network journalists, myself included.It would seem illogical and inconsistent if, having concerns about some aspects of the job safety regulators are doing, I did not apply that to other areas. Yet it’s equally illogical and inconsistent that I was driving and being driven in the Lazio region around Rome at speed last weekend, let alone crossing the road in that city, both activities that are much more likely to result in fatal injuries than getting on a 737 MAX.That combination of illogical and inconsistent approach is precisely why we need to wait for the experts to collect, analyze and report on the data: because we humans are bad at doing so.But the crux of the matter is this: are the concerns about the airworthiness of the 737 MAX sufficient to ground the aircraft while we await answers or not?The FAA, and most North American operators say no. A substantial part of the rest of the world says yes. That leaves travelers making an incredibly hard decision on whether or not to fly it, and in the age of passengers being increasingly mobile, social and vocal, it seems short-sighted for the diminishing numbers of airlines still operating the 737 MAX to put them there.Related Articles:North American carriers express confidence in MAX; union wants probeNTSB calls on FAA to fill the safety gap on Part 135 operationsExit row seating raises safety questionsNo room for error: How the design of cabin safety equipment worksAircraft seat size in the spotlight as FAA passes FAA reauthorizationFlyers Rights questions FAA evidence for not setting seat standardsPassenger rights gets a boost as EU interprets guidanceLion Air crash should remind us not to rush to judgmentAir accident cluster makes travelers fearful; should they worry?
Air France is to install fully flat seats without direct aisle access on its Airbus A330 fleet, with the first of the refurbished 36-passenger cabins in a 2-2-2 configuration now flying and more on the way through the end of next year.The seat, confirms vice president of customer experience Carole Peytavin to Runway Girl Network, is Stelia Aerospace’s Equinox 2D, a surprising choice for a wide variety of destinations, including some premium-heavy markets. Air France operates the A330 to several African destinations (Accra, Ouagadougou, Cotonou, Lagos, and Niamey), Bengaluru and Delhi, plus Chicago, Dallas, Houston and Seattle.Yet this is not the 3D version of Equinox, where the aisle-side passenger’s seat reclines to a lower level than the window-side passenger, Peytavin tells RGN. “After numerous tests and evaluations, both in-house and with our customers, Stelia [Equinox] 2D seemed to us to be more relevant in terms of comfort, ergonomics and accessibility.”The cabin is laid out in a 2-2-2 configuration. Image: Air FranceAir France and its design partners, says Peytavin, “have indeed worked a lot on the modularity of this seat. A sliding partition allows customers to isolate themselves and fully enjoy their privacy. On the other hand, for passengers traveling together, when the partition is open there is a real feeling of conviviality and sharing.”A small self-service bar area spruces up the door space. Image: Air FranceConviviality and sharing is not, however, a priority for most business travelers, who will be unimpressed by this seat and in particular the complexity of the maneuver required to climb from the window seat across the aisle passenger. The depth of Equinox’s large footwell space indeed makes this more difficult than some competing products.The overlap at foot level means that aisle access is more difficult than in some other fully flat beds. Image: Air FranceResponding to questions from RGN about aisle access, Peytavin explains that “the ergonomics and in particular accessibility have been permanent optimization criteria taken into account in the development of this seat. Aisle access is made easier by a relatively low seat, which is easy to ‘step over’ even when in the full-flat position.”Previous non-aisle-access seats on the Air France fleet have been angled lie-flat sloping sleepers, which have few benefits, but one is that feet close to the ground are easier to step over.Straddling a sleeping neighbor at mid-thigh is likely to prove less than satisfactory.Air France worked with Mark Collins at the Swiss design consultancy Design Investment on the seat, as part of its ongoing decade-long partnership with the company across business, premium economy and economy.The aesthetic of the cabin is a positive evolutionary update of previous generations, with grey fabric seat moquette, a fully dark blue seatback containing the inflight entertainment system (confirmed to be the RAVE system from Safran, formerly Zodiac) in front, and touches of a light beige in leather that brings a touch of warmth to what might otherwise feel somewhat sterile.The touches of dark blue and beige are an improvement on the previous generation of seat. Image: Air FranceWith key cabin refurbishments looming for a large part of the Air France fleet, Peytavin confirms that the airline has no plans to refine the existing Zodiac Cirrus seating on its 787 and 777 aircraft, declining to discuss either the A380 refurbishment that is scheduled for a 2020-2022 time window or the remaining aircraft in the longhaul fleet.However, alongside the Boeing 777 subfleet for the Caribbean and Indian Ocean routes the airline refers to as “14J” and uses primarily on leisure routes, “the 350 will be equipped with Safran’s Optima seat and we maintain the highest standards of quality and comfort,” Peytavin says, confirming to RGN that the 14J retrofit will take place this year and next.On balance, however, it seems surprising that the airline’s leisure and visiting-friends-and-relatives routes on the 777 14J fleet would be offered direct aisle access while the destinations served by the A330 — which are in some cases major business routes — sees a product that many business travelers will find sub-par.Related Articles:In Conversation: Goodbye to the A380 and hello to airplane mealsOp-Ed: Cathay Pacific finally vindicated for its A380 decisionAirbus ends A380 production with Emirates swap to A330neo & A350Air France promises premium #PaxEx, wifi and power upgradesAir France plumps for wildly diverse future business class seatsWhy premium economy on 787 is sweet spot for Air France, passengersAir France 787 business class dabbles with eleganceAir France rolling out restaurant style service in biz on more routesPaxEx 2017: Premium economy options move strength to strengthSeat certification bites as luxury-rebranded Stelia pauses CometPress Release: Air France selects Zodiac’s RAVE IFE for 15 A330s
Singapore Technologies Engineering Ltd (ST Engineering or the Group) today announced that its subsidiary Singapore Technologies Engineering (Europe) Ltd, has entered into a conditional share purchase agreement to acquire a 100% ownership in Newtec Group NV (Newtec) (the “Proposed Acquisition”), an established Belgium-based company in the satellite communications (satcom) industry.The consideration of €250m (approximately S$383m) (the “Consideration”) on a cash-free and debt-free basis for the Proposed Acquisition, subject to closing adjustments, is payable in cash.Satcom is a growth industrySatcom is a fast-growing industry with an expected CAGR of 8%1 over the next 10 years. The surge of Low Earth Orbit (LEO) constellations will increase bandwidth capacity and reduce operating cost, thereby creating new demand. New use cases, especially to support Smart City applications such as IoT and connected cars, will drive demand for satcom services.Acquisition complementary and synergistic ST Engineering has been growing its satcom business through its U.S.-based iDirect and Singapore-based satcom product and solution business. The Group’s satcom business is an industry leader in the Aeronautical and Maritime segments and has led the industry’s transition to high-throughput satellite (HTS) managed services. It is also the technology provider for leading global satellite operators such as Inmarsat, Intelsat and SES. In 2018, ST Engineering formed a JV company named Jet-Talk Limited, with SatixFy UK Limited to develop cost-effective, high-performance flat panel antenna to address the growing demand for in-flight connectivity. The Group offers a suite of satcom solutions to provide seamless global network Singapore Technologies Engineering Ltd ST Engineering Hub, 1 Ang Mo Kio Electronics Park Road #07-01, Singapore 567710 T: (65) 6722 1818 F: (65) 6720 2293 (Regn. No.: 199706274H) and bandwidth management with end-to-end integration that addresses the growing needs of enterprise, government, mobility and defence market globally.On the other hand, Newtec is a key technology provider in the satellite broadcast segment with unique ultra-high throughput capabilities and a strong presence in the European satcom market. It has a proven range of cost-effective consumer satellite terminals, and industry-leading bandwidth efficiency technology. Recently, Newtec was among the first companies to successfully test over-the-air communication via LEO satellites. LEO satellites are expected to take off with the launch of more than 5,000 satellites in the coming years. The company is also well placed to leverage the advent of IP-based satellite broadcast which is critical for real-time content distribution.The proposed acquisition of Newtec will add intellectual property, products and market access. ST Engineering will continue to invest in Newtec in Belgium to position it to be the Group’s European centre for the satcom business. The complementary and synergistic effect of this proposed acquisition will enable ST Engineering to meet demand across the full spectrum of the satcom market.Positioning for future growth With enhanced satcom capabilities, ST Engineering can better participate and lead the advancement of the satcom industry to enable Smart Cities globally. Capitalising on an enlarged IP and product portfolio, the Group will be able to:Accelerate the deployment of satcom-enabled 5G telco network, bringing high bandwidth connectivity to remote regions. This will help bridge the digital divide and enable the development of new applications such as tele-medicine and tele-education.Address the growing needs for IoT and M2M connectivity, where millions of devices and telematic sensor points are expected to be connected for surveillance, data gathering and big data analytics.Provide end-to-end solutions for the mobility segment, enabling seamless internet connectivity and remote monitoring for the aeronautical, maritime and connected car segments.“This proposed acquisition expands our satcom business in a meaningful way in an attractive industry that is high-tech and high-growth, driving connectivity advances in a world where 5G and satcom converge,” said Vincent Chong, President & CEO, ST Engineering. “It aligns with our strategy to invest in businesses that help accelerate our growth trajectory, especially in Smart City, to deliver long-term shareholder value.”“We are pleased to be able to acquire Newtec, an established satcom player with strong technology foundations. The differentiated yet complementary technologies, combined with our track record and established satcom experience, will enable us to innovate and deliver more value-added, advanced satellite products and capabilities to our customers, at a more rapid pace,” said Ravinder Singh, President, Electronics sector, ST Engineering.“This coming together of two companies will enable us to move forward together, using our deep-rooted passion for innovation to address our rapidly changing world of connectivity,” said Roald Borré, Chairman of Newtec Board of Directors. “This is an exciting and hugely significant step that simply makes sense for our customers and our staff.”Details of the Proposed AcquisitionThe Consideration was arrived at after negotiations between the parties taking into account, among other factors, Newtec’s current financial performance and future growth prospects. The Consideration translates into a multiple of 14.6 times Newtec’s EBITDA and 2.7 times revenue for the financial year ended 30 September 2018. The businesses when combined, is expected to produce about S$200m in value creation arising from revenue and cost synergies.The proposed acquisition is not expected to have any material impact on the earnings per share of ST Engineering for the current financial year but is expected to be earnings accretive from the second year post acquisition. The proposed acquisition is expected to reduce ST Engineering’s audited consolidated net tangible assets by approximately S$0.112 per share from S$0.41 per share to S$0.30 per share, assuming the Proposed Transaction has been effected at the end of FY2018. Newtec has consolidated net tangible assets (NTA) of €5.1m (approximately S$8m) and consolidated net assets of €28.4m (approximately S$44m) as at 30 September 2018.Subject to regulatory approvals and conditions that include receipt of clearance from the Committee on Foreign Investment in the United States, Foreign Investment Review in France, and anti-trust approvals in Austria, the Proposed Acquisition is expected to complete in 2H2019.Numbers are based on in-house analysis of the third edition of Northern Sky Research (NSR) Commercial Satellite Ground Segment report (2018).Calculated based on Newtec’s consolidated net tangible assets as at 30 September 2018.ST Engineering is a global technology, defence and engineering group specialising in the aerospace, electronics, land systems and marine sectors. The Group employs about 22,000 people across offices in Asia, the Americas, Europe and the Middle East, serving customers in the defence, government and commercial segments in more than 100 countries. Its employees bring innovation and technology together to create smart engineering solutions for customers in the defence, government and commercial segments. With more than 500 smart city projects across 70 cities in its track record, the Group continues to help transform cities through its suite of Smart Mobility, Smart Security and Smart Environment solutions. Headquartered in Singapore, ST Engineering reported revenue of S$6.7b in FY2018 and it ranks among the largest companies listed on the Singapore Exchange. It is a component stock of the FTSE Straits Times Index, MSCI Singapore, SGX ESG Transparency Index and SGX ESG Leaders Index.
Curling up contentedly on a sofa in comfy pyjamas with a cosy rug, a warm mug of hot chocolate, in a warm room with soft lighting, and perhaps candles or a crackling fire: this is hygge, the Danish and Norwegian concept of relaxation, wellness and quiet happiness that doesn’t easily translate into English.“Hygge is a feeling of complete comfort and contentment,” Alessia Giardino, lead CMF designer at JPA Design, explains to Runway Girl Network. “It is associated with a lifestyle attitude, the contemporary way of living that invites you to unplug, decelerate, disconnect from everyday life, embracing a sense of calm, balance and a healthy lifestyle.”But how do airlines bring that feeling of cosy contentedness into the aircraft, a place that can be crammed with hard white surfaces, glaring lights — and, in fairness, hopefully a complete absence of fires?Some airlines do it really well: mood lighting is well named in that it allows airlines to truly set the tone for a flight, especially as the circadian rhythm benefits of orange light rather than blue light become increasingly familiar. The flickering LED candle in some airlines’ business class meal place settings, including Turkish Airlines and Qatar Airways, is also an excellent example. And Qantas has long offered a cosy cup of hot chocolate throughout the aircraft during its long overnight flights.“The use of ambient lighting is now more prominent and increasingly becoming the focal point within premium cabins,” notes Giardino. “Such ambient lighting has the ability to reflect materials and surfaces, suggesting an interaction. Equally cabin lighting and bulkhead features can make a space more personal and human.”Understanding how direct and indirect lighting — such as Etihad’s Business Studio lamp — can create a mood is crucial to achieving hygge. Image: John WaltonBut it’s not just up front: on Brussels Airlines’ new Airbus A330 premium economy and economy cabins, designed by JPA, “a specially created digital artwork and complementary mood lighting evoke both the morning and evening natural light on the Nordic sea.”So how do you get to hygge?“Hygge should be seen as a target state of mind,” Daniel Baron, managing director of Lift Strategic Design, tells RGN. “It’s a method of embracing warmth and comfort and positivity through tactile qualities of one’s surroundings. Inside the aircraft, it’s the tiny details in seat fabrics, for example. A small pattern in warm tones, pronounced stitch lines, foams with generous cush factor, large wings on headrests that say ‘you’ll feel relaxed here, like you’re at home’.”On the A330, the new configuration means single seats on the starboard side of the aircraft. Image: Brussels AirlinesBaron explains that, in his well-received work for Philippine Airlines’ Thompson Aero Seating Vantage XL business class, he (and industrial designers Factorydesign), made the most of the softly curving shapes of the hard product rather than right angles. Materials, too, helped: a piece of Kydex thermoplastic from Sekisui SPI that glows when the light touches it required “many samples to achieve ‘stunning’, but it was seriously worth it.”Fabric is almost a no-brainer in adding warmth to a cabin, and here Baron used a calming blue that avoids some of the coldness often found in aviation seat fabric, with a low contrast to keep the sense of calmness. A darker blue-grey nomex fabric features both inside the seat shell and in the stowage area. The effect, Baron says, is calm, cozy, comfortable, caring. A lot of thought went into realizing hygge with a Filipino touch.”Closer to hygge’s home, JPA Design’s Alessia Giardino highlights that the design house’s “recent work with Finnair in terms of aesthetic and material choice is in tune with the hygge principle: crafted fabrics, encapsulating clean colors and creating fine texture, suggest warmth, a tactile feel and surface quality.”Rounded shapes create a more friendly and human feel, while integrating technical or technological elements within the seat using lower profiles, soft chamfers and bezelling can help the seat feel more like furniture rather than the industrially designed piece of transportation architecture that it is. Creating materials in different textures, too, adds hygge-friendly tactility, and soft product can help enormously here: it’s the difference between a threadbare thin acrylic fleece and a warm woven natural fibre.Say what you will about United’s linen mountain in Polaris, it does a lot to add cosiness to the space. Image: UnitedDesigning Hygge into interiors is not rocket science — it’s almost the opposite. But while it takes some planning, it’s worth thinking about for airlines, especially as they continue to seek to fly longer nonstop routes and the amount of time that passengers are in their seats increases.Related Articles:The Nordic values behind the sensory design of Europe’s Northern airlinesExploring business class trends for 2019Better flight in amber: is it time to bring warmth back to cabin colors?Factors driving the perception of inflight comfort and discomfort“Wellness” trend expands into premium hard product at APEX EXPOLift explores cabin lighting as a brand canvas and revenue streamLift designs thoughtful, elegant cabins for revitalised Philippine AirlinesJPA’s Alex Duncan considers continuity of design in air travelJPA Design leads the way in narrowbody #PaxEx with flydubai MAX 8Brussels Airlines retains own brand, goes three-class with JPA DesignPhilippine Airlines’ new three-cabin A330 wows with detailsProliferation of mattress pads proves airlines take sleep seriously
FlightPath3D, the global leader in moving map innovation and technology announced today that it is launching two new big data driven apps.The Favorite Places app allows passengers to see what destination experiences are trending or search for new ideas in any location. An interactive route map called Where We Fly promotes airline destinations and provides rich data insights to help analyze flight demand.Experiences are prioritized based on billions of travelers’ social records to show what’s popular, make recommendations and create a traveler wish list.Favourite Places. Image: FlightPath3DFlightPath3D President Duncan Jackson said, “There are literally billions of experiences being consumed each year driving demand for travel. Instagram, for example, has 100 million new photos every single day. Airlines that leverage this rise in available data can create a competitive advantage that will leave other airlines behind.”Showcase Your Routes with Where We Fly At the heart of every airline is its network of destinations and routes. Every route of an airline’s network needs to contribute to the bottom line. Jackson continues, “We’ve designed a simple, playful interactive experience to showcase routes and allow passengers to plan their next trip. It’s easier and faster to plan a trip visually – giving passengers the experience to view and play with routes and flight durations right from their seat.”Where we fly. Image: FlightPath3DWhere We Fly can filter flights and routes for a passenger-specific search and show the flight schedule and daily flight times within a calendar view. Flight and route data are stored aboard the aircraft eliminating the need to constantly stream data. With inflight connectivity passengers can see pricing, seat availability and make flight bookings.“The data gathered from passengers’ searches can help an airline plan routes, rank destinations, and find out what’s important to passengers when booking a trip,” says Jackson.See What’s Popular and Trending with Favorite Places The Favorite Places app allows passengers to see what is trending or to search for new ideas in any neighborhood. Passengers can now see what is going on below them or in their destination or any location on the globe. We apply proprietary algorithms and analyze billions of traveler reviews, photos, visits and other social records to identify and rank over 400,000 landmarks, locations, activities and experiences.Favourite Places. Image: FlightPath3DPassengers see the most popular attractions that dynamically change based on any neighborhood they choose to explore using our patent pending social ranking algorithm. Use the favorites function to create a bucket list of what to do when the aircraft lands or as part of planning another trip. Share favorites and inspire others onboard, or publish using a social media platform.Today FlightPath3D helps more than 275 million passengers know where they are and when they will land. Says FlightPath3D CEO Boris Veksler, “We’ve been working hard in our labs using billions of data sets to make the passenger feel more understood and allow airlines to collect valuable data from those same passengers.”About FlightPath3DFlightPath3D is the IFE industry’s most compelling and innovative interactive 3D Moving Map experience enhanced with relevant and engaging ‘geotainment’ information services. We enhance your passenger’s In-Flight Experience with entertaining and informative solutions designed for the entire family.Any Aircraft. Any Platform. Any Device. A truly fleet-wide IFE system agnostic moving map solution for airlines.Betria Interactive LLC (dba FlightPath3D) has the industry’s largest specialized map team providing customized map software development and maintenance. They deliver reliable, highly customizable inflight map experiences built from the ground up especially for the airline business with an upgradeable path to the connected future.Betria Interactive LLC is headquartered in Lake Forest, California. For additional information, please visit http://www.FlightPath3D.com
Interiors powerhouse JPA Design and Formula 1 motor racing team Williams’ Advanced Engineering business are combining forces in a new partnership bringing deep aircraft interiors design knowledge and advanced materials engineering together, with an initial seating project also featuring a top-tier airline, airframer and certification service provider.“The joint offerings of the both companies are greater than the sum of the parts,” Stuart Olden, senior commercial manager at Williams Advanced Engineering, tells Runway Girl Network. “JPA have got a great history, knowledge, understanding of the aircraft interiors market. But I think they recognize that having an engineering support element to their offering to the customer is hugely beneficial. Because you’ve then got that one stop shop that can come together to say, this is not only a product that will fit in your aircraft, but it’s based on this engineering knowledge and understanding and modern and up-to-date and innovative materials.”Williams’ advanced manufacturing and process work plus JPA’s industry knowledge are the key parts of the partnership. Image: JPA/WilliamsOlden and Ben Orson, managing director of JPA Design London were quick to state that they do not intend to create a seatmaker from the partnership. Rather, they want to serve as a source of combined expertise to the interiors industry.Part of that expertise is product management, with what Olden calls “agile, rapid speed to market aspects that both companies bring”. Orson, for his part, suggests that “we’re both kind of engineering design consultancies, effectively. There’s a bit of a difference in scale, but there’s a lot of commonalities.”This kind of partnership consultancy work is something both JPA and Williams believe is needed within aviation. Early wins include the monocoque seat frame design that JPA created for Singapore Airlines, which unifies structural elements under a seat — the furniture, the kinematics, and the floor attachment — all into one structure. The benefits: reducing part count, mass and weight, and optimizing luggage storage space.For its part, Williams is bringing two proprietary engineering processes to the table. The first, called 223, is a manufacturing techique that Olden calls “material agnostic… the ability to form 3D structures from a 2D pressing,” with the methodology of the folding the secret sauce that the company is hesitant to discuss in detail. The result is a reduction in non-recurring engineering costs and time to manufacture.Seating is the first project for the new partnership. Image: JPA/WilliamsThe second, Racetrak, “is the ability to form very strong structural components from a 100% composite process. So we’re using the technology in the automotive industry, in parts like suspension components, where you’ve got a fully homogenous, composite component. But again,” says Olden, the benefit is “rapid cure, high volume manufacturing with low cost tooling.”But the reduction in part count and customization may not be to the liking of all airline customers. In the Passenger Experience Conference session where JPA and Williams announced their partnership today, two major airlines highlighted their concerns around over-commonality of seating components across differently sized widebodies. Essentially, said the airlines, if they have bought an expensive larger widebody, they want to make sure they maximize every square centimetre of the floorplan.JPA and Williams are looking at the very fundamentals of what makes a premium airline seat. Image: JPA/WilliamsI think if you look at the bulk of the most successful standard seat products at the moment out there, they all to some extent, successfully or otherwise, will standardize across air frames. So, that’s part of the thinking we want to build into whatever we do. Because where that works right, it’s a big win.“I don’t think initially we’re looking to occupy that space,” Orson was quick to respond. “What we’re looking for is something like the [Safran Seats, formerly Zodiac and Sicma] Cirruses of this world, that have proven themselves with many, many airlines, who are very satisfied customers.”The key, Orson says, is modularity of components across airframes, suggesting that where parts can be common they should be. “We’re starting looking at every aircraft on day one. What we’re not doing is developing a particular customer on the 777, than having adapt to the A340, then having to go to an A320. It’s a great place to start.”Williams and JPA expect their work to produce a variety of seats, from herringbone to staggered to forward-facing. Image: JPA/WilliamsRelated Articles:Exploring business class trends for 2019Cathay uses “co-creation” to avoid future seat nightmaresBrussels Airlines retains own brand, goes three-class with JPA DesignJPA’s Alex Duncan considers continuity of design in air travelSingapore Airlines shakes up Newark nonstop: new seats, timingsHawaiian, JPA launch detail-oriented, premium-heavy A321neoZodiac talks next-gen Cirrus with ergonomic and storage updatesPress Release: JPA to design cabin interiors for Brussels A330 fleetPress Release: Williams Advanced Engineering and JPA team for #PaxEx
Panasonic Avionics Corporation (Panasonic) has today unveiled Insights – a cloud-based data analytics platform, and the latest solution set of its NEXT platform.Insights harvests onboard and third-party data from a wide range of touchpoints including inflight entertainment, connectivity, social media, location and weather monitors. It analyses this data in real-time to provide airlines with actionable insights, enabling them to create a two-way loop between them and their passengers.Insights empowers airlines to make smarter business decisions, improve the onboard passenger experience, make operational savings, pre-empt maintenance needs and ultimately drive additional revenue. Airlines will also have access to seasonal and temporal trends data with the ability to benchmark their performance against industry averages and KPIs.Insights will be accessible for airline personnel via a secure dashboard available on mobile devices including mobile phones, laptops and tablets. It has two main components, a Software as a Service (SaaS) application and Consulting.The SaaS application offers descriptive, predictive and prescriptive insights. These enable airlines to understand what has happened by looking at usage and media trends, what could happen through using sophisticated modelling techniques and targeted advertising, and what the possible outcomes could be of business decisions based on predictive analytics, price and content optimization and product recommendations.Consulting has been developed to offer airlines bespoke solutions that both help them achieve their specific objectives, and solve their unique business challenges. Consulting will also release monthly trends reports based on analysis of Panasonic’s global data which will be available on a subscription basis.David Bartlett, Chief Technology Officer of Panasonic Avionics Corporation, says: “Airlines today have access to more data points than ever before, and Panasonic’s Insights solution takes all the leg-work out of analysing and leveraging that data.“By fully integrating Insights across every aspect of their passenger experience, airlines will be able to use the information it delivers to optimise their passenger experience and business performance.”“It is solutions like this that will enable airlines to remain competitive in the saturated market place and continue to grow their market share.”Insights will be available in the second half of 2019.About Panasonic Avionics Corporation Panasonic Avionics Corporation is the world’s leading supplier of inflight entertainment and communication systems. The company’s best-in-class solutions, supported by professional maintenance services, fully integrate with the cabin enabling its customers to deliver the ultimate travel experiences with a rich variety of entertainment choices, resulting in improved quality communication systems and solutions, reduced time-to-market and lower overall costs.Established in 1979, Panasonic Avionics Corporation, a U.S. corporation, is a subsidiary of Panasonic Corporation of North America, the principal North American subsidiary of Panasonic Corporation. Headquartered in Lake Forest, California with over 5,000 employees and operations in 80 global locations, it has delivered over 14,300 IFE systems and over 2,200 inflight connectivity solutions to the world’s leading airlines.
Etihad Airways (Etihad), the national airline of the UAE, and Panasonic Avionics Corporation (Panasonic), have announced a partnership to jointly develop and trial wellness solutions aimed at enhancing the traveller experience.As part of the partnership, Etihad will be the first airline to trial Panasonic’s new wellness solution, the Jet Lag Adviser, which was developed in collaboration with Detalytics. The solution will be integrated into the airline’s passenger app.One of the biggest challenges air passengers face when travelling across multiple time zones is jet lag. To help passengers combat this, the Jet Lag Adviser takes a range of passenger inputs including chronotype, circadian rhythms, height, weight, the nature of travel, and travel information such as flight times, routes and zones and uses its artificial intelligence engine to produce personalised jet lag plans for passengers with tailored advisories to help them reduce jet lag.Robin Kamark, Etihad Aviation Group Chief Commercial Officer, said: “Etihad is committed to providing choice and a superior experience to our guests, and we are continually looking at new ways to do just that. With the Jet Lag Advisor, we can now leverage artificial intelligence to improve the travel experience. This will be the first of many wellness initiatives we will explore together, and we are excited about our partnership with Panasonic and the possibilities that lie ahead.”Passengers will receive a combination of generic route-based and personalised ‘jet lag impact scores’ which gives them a summary of how severe jet lag may be on that route in general and their own travel specifically, while the personalised jet lag plan incorporates the pre-flight, flight and post-flight phases, and provides a schedule of different recommendations and tips for specific times in each phase on what to do to reduce jet lag, such as sleeping, exposure to light, exercise, hydration, and the type of food to consume.Throughout each phase of the travel experience, the Jet Lag Adviser will send reminders with recommended actions to passengers via the app. By following the recommended advisories, the Jet Lag Adviser will help passengers feel more energetic and ready for their activities at their destination.Hideo Nakano, Chief Executive Officer of Panasonic Avionics Corporation, said: “Panasonic is continually innovating to digitally transform the passenger experience, and wellness is an integral part of that. We are delighted to be working with Etihad Airways to introduce technology that can help their passengers reduce jet lag, and so enhance their travel experience.”Panasonic is also exploring further innovative wellness technologies with Etihad as the carrier readies itself to move to the new ‘Midfield Terminal’ at Abu Dhabi International Airport, where new technology features are set to significantly enhance the passenger experience.About Panasonic Avionics CorporationPanasonic Avionics Corporation is the world’s leading supplier of inflight entertainment and communication systems. The company’s best-in-class solutions, supported by professional maintenance services, fully integrate with the cabin enabling its customers to deliver the ultimate travel experiences with a rich variety of entertainment choices, resulting in improved quality communication systems and solutions, reduced time-to-market and lower overall costs.Established in 1979, Panasonic Avionics Corporation, a U.S. corporation, is a subsidiary of Panasonic Corporation of North America, the principal North American subsidiary of Panasonic Corporation. Headquartered in Lake Forest, California with over 5,000 employees and operations in 80 global locations, it has delivered over 9,000 IFE systems and 2,000 inflight connectivity solutions to the world’s leading airlines.
Panasonic Avionics Corporation (Panasonic) and IMG have today announced esports as the latest addition to Sport 24 Extra’s live inflight entertainment programming.This marks the first time that live, organised, competitive gaming has been introduced to aviation. It will be accessible to passengers via the IMG-owned and produced Sport 24 Extra channel, which is available exclusively inflight on Panasonic-equipped aircraft.Introducing esports to the aircraft cabin will enable airlines to enhance the passenger experience by providing more engaging inflight gaming viewing options. It will also improve operational efficiency by providing long lasting value on investment, and drive new business opportunities through advertising and attracting a new audience.The offering marks an extension of the longstanding, successful partnership between Panasonic and IMG, that sees millions of passengers enjoy live sporting action in the skies every year.IMG’s Sport 24 and Sport 24 Extra channels are available exclusively from Panasonic, with live coverage of some of the world’s most popular sporting events including the English Premier League, Bundesliga, Rugby World Cup, Tokyo 2020 Summer Olympics, the Masters, The Open Championship, Ryder Cup, Roland Garros, the Australian Open and Wimbledon.David Bartlett, Chief Technology Officer of Panasonic Avionics Corporation, says: “As passengers get younger and airlines become more digital, the need for new and engaging content is increasingly essential to compete. Esports brings significant value to an airline by enhancing the passenger experience with engaging content that has garnered one of the fastest growing audiences in entertainment. Similar to traditional sports, esports is most valuable when broadcasted live. Past live esports tournaments and matches have seen viewership surpass traditional sports.“For airlines, these innovative solutions provide a game-changing way to differentiate themselves in the market, and a unique way to drive ancillary revenue generation.”Richard Wise, SVP, Content and Channels, IMG Media, said: “Esports is fast becoming some of the most popular and engaging sporting content around the globe, and we are delighted that passengers travelling with Sport 24’s partner airlines will be able to enjoy tournaments live on-board.”Details of Sport 24 Extra’s esports programming will be announced in due course.About Panasonic Avionics Corporation Panasonic Avionics Corporation is the world’s leading supplier of inflight entertainment and communication systems. The company’s best-in-class solutions, supported by professional maintenance services, fully integrate with the cabin enabling its customers to deliver the ultimate travel experiences with a rich variety of entertainment choices, resulting in improved quality communication systems and solutions, reduced time-to-market and lower overall costs.Established in 1979, Panasonic Avionics Corporation, a U.S. corporation, is a subsidiary of Panasonic Corporation of North America, the principal North American subsidiary of Panasonic Corporation. Headquartered in Lake Forest, California with over 5,000 employees and operations in 80 global locations, it has delivered over 14,300 IFE systems and 2,200 inflight connectivity solutions to the world’s leading airlines.About IMGIMG is a global leader in sports, fashion, events and media, operating in more than 30 countries. The company manages some of the world’s greatest sports figures and fashion icons; stages hundreds of live events and branded entertainment experiences annually; and is a leading independent producer and distributor of sports and entertainment media. IMG also specializes in sports training and league development, as well as marketing, media and licensing for brands, sports organizations and collegiate institutions. IMG is part of the Endeavor network.
Inmarsat, the world leader in global mobile satellite communications, today announced that its award-winning GX Aviation inflight broadband solution will be available to passengers onboard Virgin Atlantic’s brand new Airbus A350-1000 aircraft.Virgin Atlantic is scheduled to receive 12 Airbus A350-1000s over the next three years, with GX Aviation pre-installed upon delivery. The service will be available once the first of these aircraft takes to the skies from late summer 2019, allowing passengers to seamlessly browse the internet, check social media, instant message and more, with speeds on par with mobile broadband on the ground.GX Aviation is the world’s first and only global, high-speed inflight connectivity service delivered through a wholly-owned and operated network of high-throughput satellites. It was revealed as part of Virgin Atlantic’s new onboard offering on the A350-1000 earlier this week, with other key features of the aircraft including an entirely new Upper Class cabin with brand new suite and social space.Philip Balaam, President of Inmarsat Aviation, said: “Virgin Atlantic is firmly established as one of the aviation industry’s greatest innovators and was the first airline in Europe to offer wi-fi on all flights. Its brand new Airbus A350s will enhance the passenger experience even further and we are delighted that GX Aviation has been selected as the inflight broadband solution for the aircraft. This is another great win for our next-generation solutions.”Gail Yates, Head of Inflight Services, Virgin Atlantic, said: “We are excited to unveil details of the unparalleled onboard experience that awaits customers on our new Airbus A350-1000s. Offering modern, world-class inflight connectivity is a fundamental part of this experience. We are confident that Inmarsat’s GX Aviation will truly raise the bar and offer second-to-none broadband for our customers.”More than 1,600 aircraft are currently expected under signed contracts for Inmarsat’s next-generation inflight broadband solutions for airlines, with a new business pipeline of approximately 3,000 aircraft worldwide. To meet growing demand, Inmarsat has a fully-funded development roadmap, including three further Ka-band payloads. A fifth GX satellite will be launched later this year and two sixth-generation satellites are scheduled to launch in 2020 and 2021. In addition, planning is underway for the next generation of GX satellites.PHOTO CAPTION: Virgin Atlantic’s fleet of Airbus A350-1000 aircraft will feature Inmarsat’s award-winning GX Aviation inflight broadband for passengers.About InmarsatInmarsat is the world leader in global, mobile satellite communications. It owns and operates the world’s best global portfolio of satellite networks, specifically designed for customer mobility, and holds a multi-layered, global spectrum portfolio, covering L-band, Ka-band and S-band, enabling unparalleled breadth and diversity in the solutions it provides. Inmarsat’s long established global distribution network includes not only the world’s leading channel partners but also its own strong direct retail capabilities, enabling end to end customer service assurance. The company has an unrivalled track record of operating the world’s most reliable global mobile satellite networks, sustaining business and mission critical safety & operational applications for 40 years. It is also a major driving force behind technological innovation in mobile satellite communications, sustaining its leadership through a substantial investment and a powerful network of technology and manufacturing partners. Inmarsat operates across a diversified portfolio of sectors with the financial resources to fund its business strategy and holds leading positions in the Maritime, Government and Aviation satcoms markets, operating consistently as a trusted, responsive and high quality partner to its customers across the globe.
Inmarsat, the world leader in global mobile satellite communications, has certified Smart4Aviation’s Electronic Flight Bag (EFB) application, Smart MOBILE, for use on its award-winning SB-S digital aircraft operations platform.Smart MOBILE is a unique solution that allows pilots, cabin crew and other airline employees to access, complete and submit documentation quickly and efficiently on their mobile devices via a single portal, helping to increase productivity, operational awareness and efficiency. It also enables peer-to-peer communication, ACARS messaging and provides instant access to briefing packages and important flight-related information, such as up-to-date weather reports and potential load, fuel and hazard alerts.The application can be tailored to match each airline customer’s exact requirements to deliver tangible cost savings. Benefits include a reduction in the frequency and duration of flight delays, together with improvements to on-time performance. In addition, increased automation and real-time information translates to a reduction in workload, resulting in less bottlenecks for both flight and cabin crew.Smart MOBILE is the latest in a range of value-added operational and safety applications to be certified via Inmarsat’s Aviation Certified Application Provider (CAP) programme for SB-S. Other available applications include flight profile optimisation, weather information, digital navigation charts, and aircraft diagnostics and performance monitoring.Mike Lewis, CEO of Smart4Aviation, said: “We are excited about this partnership, as it allows us to take another major step forward and enhance our products within a connected aircraft environment. Inmarsat is a leading provider of satellite communications solutions to airlines, operators and passengers worldwide, keeping people and systems connected at thousands of feet in the air. Together, we will be able to provide real time situational awareness to flight crew during all flight phases. These benefits will result in more efficient decision making, leading to less disruption resulting in increased cost savings and enhanced flight safety. Together with our new partner, we are ready for the future.”John Broughton, Senior Vice President of Aircraft Operations and Safety, Inmarsat Aviation, said: “Smart4Aviation is a global industry-leader in proving best-in-class EFB technology to airlines. With the launch of Smart MOBILE on Inmarsat’s SB-S, we look forward to bringing Smart4Aviation’s innovative solutions to our commercial airline customers, driving operational efficiency and enhancing safety with a cost-effective, tailored offering.”The SB-S digital aircraft operations platform is powered by Inmarsat’s advanced global L-band satellite constellation, which has underpinned safety services for 40 years. Inmarsat is scheduled to launch two additional L-band payloads in 2020 and 2021, further cementing its long-term commitment to offering highly reliable services over this spectrum.PHOTO CAPTION: Smart MOBILE is now available on Inmarsat’s award-winning SB-S digital aircraft operations platformSmart4Aviation’s Smart MOBILE application includes the following components: BRIEF (Pilot Briefing, Navlog and Fuel Ordering), BRIEF CABIN (Cabin Crew Briefing), CREW INFO (Calendar & Roster), DOC (Operational Manuals), eFORMS (Electronic Forms) and COMM (Communication & Alerting). Learn more about Smart4Aviation and Smart MOBILE here.About InmarsatInmarsat is the world leader in global, mobile satellite communications. It owns and operates the world’s best global portfolio of satellite networks, specifically designed for customer mobility, and holds a multi-layered, global spectrum portfolio, covering L-band, Ka-band and S-band, enabling unparalleled breadth and diversity in the solutions it provides. Inmarsat’s long established global distribution network includes not only the world’s leading channel partners but also its own strong direct retail capabilities, enabling end to end customer service assurance. The company has an unrivalled track record of operating the world’s most reliable global mobile satellite networks, sustaining business and mission critical safety & operational applications for 40 years. It is also a major driving force behind technological innovation in mobile satellite communications, sustaining its leadership through a substantial investment and a powerful network of technology and manufacturing partners. Inmarsat operates across a diversified portfolio of sectors with the financial resources to fund its business strategy and holds leading positions in the Maritime, Government and Aviation satcoms markets, operating consistently as a trusted, responsive and high quality partner to its customers across the globe.About Smart4AviationSmart4Aviation is a company founded to provide web based and mobile products and services to optimize, simplify and improve airline operations. The company is committed to the delivery of single, modular solutions which create a unique IT ecosystem, supporting all domains of aviation operations. Web-based applications are accessed through modern, light-weight technologies and endpoints, with the intent of providing the best possible user experience and operational benefit to S4A customers. S4A goal is to provide tools that airlines can use to solve problems, generate productivity and efficiency gains, and increase levels of operational awareness and communication for both operational staff and flight crew. Smart4Aviation is headquartered in Amsterdam, the Netherlands with its development offices located in Gdansk and Krakow, Poland. It also conducts business activity in Toronto, Canada and New York City, USA.
Lufthansa is eager to offer a consistent inflight connectivity experience for passengers, irrespective of whether they’re flying on long-haul aircraft equipped with Panasonic Avionics’ Ku-band satellite-supported Internet or short- and medium-haul aircraft with Inmarsat GX. But without service level agreement (SLA) standardization in place, Lufthansa is encumbered in its ability to really judge how they’re faring, according to Lukas Bucher, head of connectivity at MRO giant Lufthansa Technik, which has a long history of installing connectivity systems for airlines. This lack of standardization is among the reasons why Lufthansa Technik is participating in the Airline Passenger Experience Association’s (APEX) Connectivity Working Group (CWG), which aims to establish uniform measurements for the effectiveness of inflight connectivity (IFC).In terms of service quality, said Bucher, “the most important part” is to make the airline happy by ensuring it has aircraft “that are online and reliably online and preferably always online, which has been a big headache with respect to quality of service as such over the last few years, many years, and that is getting better. [It’s] still not where it is supposed to be so we are – outside of doing operational projects and product improvements [and] whatever we can support to make that happen – also working on standardization as part of the APEX working group for SLA standardization.”The APEX CWG is chaired by Lufthansa Technik manager strategy and business development Dr. Stephan Schulte. “We chose a bit more than a year ago to head that activity because we do believe that there is so far limited interest by the existing big connectivity providers to standardize because they all have their pros and cons and if you standardize, that is going to go away to some extent,” explained Bucher to RGN at the recent Aircraft Interiors Expo in Hamburg. “So even though they are working along, I guess we are the ones with some others that think that this is absolutely crucial to make that a better situation.”He refrained from judging or comparing the Panasonic Ku solution with Inmarsat GX, noting: “I don’t think it would be smart to comment on that because eventually it would be a very subjective opinion since there are no standards to measure SLA.”Last fall, Panasonic and Inmarsat agreed a strategic collaboration that will see Panasonic sell the Ka-band GX solution to airlines, whilst still investing in its own Ku network. Will the fact that Panasonic is now selling GX as a creative partner make life easier in terms of standardization work, RGN asked Bucher. “I don’t know,” he said flatly. “Honestly I believe that they do not know exactly how that will work out. We are certainly working with both. We’ve been working with Panasonic for years. We have been working with Inmarsat and Honeywell [the GX terminal unit provider] extensively. And we do see that there might be some merit of that partnership. How exactly that is going to work out for the airlines and the end customer, the passengers, I am not yet certain, but certainly it seems to be on the right track.”At the end of the day, however, it’s really up to Panasonic and Inmarsat “to be jointly better”, said Bucher, “because eventually they’re still in competition with others”. Those competitors include providers that will exploit shared satellite networks involving LEOs or MEOs together with GEOs, which in turn will add complexity to APEX’s standardization work because, traditionally, the conversation has been around GEO-only constellations supporting IFC. “Nowadays latency as such is of – well nobody likes it – but it is of less relevance because satellites are far away, they are geostationary and the time for light to get there and back hasn’t changed,” noted Bucher with a smile. “So only if we do see new constellations we will see changes which might have an effect and should be considered as part of an SLA…”Lufthansa Technik’s partners are already preparing for this new world order, which will require further investment, said Bucher. “Eventually they all will have to move forward. With the current economical situation, some of the big ones out there that might be a bit difficult for them. They also probably wouldn’t tell you at a show like we are right here. But somebody who is cash strapped might have a different situation then somebody who is well positioned. And there will be investment required not only by those parties but many other parties to make the new ecosystems happen.”While deep pockets are still clearly required to play in IFC, Bucher believes airlines may increasingly “take more of a stand on what they really want to do, maybe also including some financial aspects but really nobody knows how that is going to work out I guess”.Relative to whether airlines might bring more connectivity work in-house, he added: “Well there has obviously not been any decision or anything like that but depending on how the situation evolves – and don’t forget about data protection rights, which are changing an aspect when it comes to what does the business model look like – certainly it is smart to look at the situation. It is certainly smart to think about how could it be done differently and whether that would include having more parts done internally and be more vertical or not. I guess that is an open and maybe only starting discussion.”Yet, as next generation IFC systems, services and models emerge, Lufthansa Technik feels well-placed to meet the MRO needs of airlines, with Bucher noting that “one thing that is currently about to start is – and we do see that very slightly – is that there are airlines with various aircraft types out there that do have some type of connectivity solution flying and they are some way or the other approaching the end of their contract or the end of their patience maybe also and therefore are looking for alternatives which eventually very physically requires some changes to the aircraft and there is not really that many airlines that had to do that. Maybe the only real big known campaign was ourselves because we had to somehow modify Connexion by Boeing after [it shuttered] to be Panasonic suitable.”So, Lufthansa Technik is readying for connectivity system transitions that will see airlines swap one system for another. Such work has already started in the United States, with Gogo air-to-ground systems being replaced by satellite solutions (be that, for instance, Gogo 2Ku or Viasat Ka) and Southwest Airlines’ recent announcement that it is removing Panasonic IFC systems from its aircraft.But Bucher suggests that others in the US, plus some European carriers “and some in Japan might be getting to the point that they are more and more facing that issue and I guess that is one of the areas where we are very fortunate to have a lot of experience already. So we might see some business.”Related Articles:Seamless Air Alliance lab work begins with multiple players at SprintGloves are off as Viasat CEO talks IFC opportunitiesExclusive: Southwest Airlines and Panasonic Avionics part waysPanasonic to sell GX connectivity to airlines in deal with rival InmarsatPanasonic assures it is committed to XTS plan despite Inmarsat pactIntelsat, OneWeb work to bring new economics to Ku connectivityDelta deepens involvement in 2Ku MRO in face of reliability issuesLufthansa rethinking IFEC experience with an eye on future-proofingLufthansa carries a big stick and it’s called TechnikLufthansa carries a big stick and it’s called Technik
They say may you live in interesting times. And I think it’s fair to say that the last two years have qualified as interesting, and for many people, very concerning times and even very frightening times.In society, it seems as if we often take two steps progressively forward, only to take one step back. Or we take one step forward, and two steps back. And living in the United States, I can tell you that, as a woman, it feels like we’re doing a lot of the latter these days.Those steps back in society have a very real, very negative impact on human lives.But in aviation, there is also a to and a fro, a push and a pull, and the need to balance revenue generation and profit-making with meeting the needs of the modern passenger.Our industry succeeds on many fronts, but it is also clear there is work to be done to ensure a safer experience, a more pleasant experience, and indeed, a more humane and dignified experience for passengers, including passengers with reduced mobility and disabilities.When I first became an aviation journalist, many in industry referred to the passenger as the end user. Doesn’t that rather sound clinical? The end user.The world wide web, mobile devices, mobile connectivity, and social media helped to change that narrative. We don’t talk of end users anymore. We talk of passengers. We talk of people. We talk of human beings.And we must talk of people, not only because respecting one’s humanity is the right thing to do, but because it is also good business to consider your customer.Thankfully, the airline passenger has an increasingly loud and impactful voice, a voice that is helping to bring balance to the discussion of people versus profits.Would we have seen the worldwide grounding of the Boeing 737 MAX if passengers were not mobile, social and vocal? I think we know the answer to that question.In the last two months, myriad travelers have expressed fears about flying the MAX even after the FAA gives its stamp of approval for service re-entry, and airlines begin weaving the type back into their operations.Some pilots have also voiced their concerns. Retired hero pilot, Captain Chesley Burnett “Sully” Sullenberger, in March decried the “too cozy” relationship between industry and regulators, and suggested in a blistering Op-Ed that, “Boeing has focused on trying to protect its product and defend its stance, but the best way, indeed the only way, to really protect one’s brand or product is to protect the people who use it. We must not forget that the basis of business, what makes business possible, is trust.”Of course, as Sullenberger noted, Boeing is not alone in seeing an erosion of trust. The spotlight is also quite rightfully trained on the US Federal Aviation Administration, whose stated mission – lest we forget – “is to provide the safest, most efficient aerospace system in the world”.Importantly, the FAA’s vision is defined thusly:We strive to reach the next level of safety, efficiency, environmental responsibility and global leadership. We are accountable to the American public and our stakeholders.Yet an internal FAA review has tentatively determined that senior agency officials didn’t participate in or monitor crucial safety assessments of the MAX flight-control system at the heart of the probes into the Lion Air and Ethiopian Airlines crashes, the Wall Street Journal is reporting today.As industry eyes a re-entry into service of the MAX, it is imperative that trust be restored not only in the airframer but in the agency tasked with keeping passengers safe. One idea presented here on RGN, by Canada’s transport minister, and indeed by some (though not all) pilots is that MAX pilots should receive mandatory flight simulator training to learn how to use the new software on the twinjet, before they can fly.Though simulator training for pilots might not convince deeply fearful flyers to board the MAX, it would help to instill confidence at a time when there is precious little.An industry that ignores passenger voices does so at its peril. A governmental body that wipes its hands of its core duties begs for a correction.Related Articles:Opinion: Boeing must give maximum assurance on 737 MAX airworthiness MAX pain could see some suppliers gain, but nobody is celebratingIn Conversation: AIX 2019In Conversation Transcribed: AIX 2019#PaxEx Podcast: Why people and profits must be balanced in aviation#PaxEx Podcast Transcribed: Why people and profits must be balancedPodcast 065: Max Flight and Mary Kirby on why no-MAX flightCanada, US ban 737 MAX flights citing new dataEditorial: Passengers must help to keep industry’s nose cleanNTSB calls for FAA to fill the safety gap on Part 135 operationsOpinion: Passengers scheduled on MAX forced into impossible decisionNorth American carriers express confidence in MAX; union wants probeLion Air crash should remind us not to rush to judgment
Diehl Aviation is enhancing its On-Site Support (OSS) station in Toulouse, France, by inaugurating a new facility in the proximity of the city’s airport and most aerospace businesses in the region. Located in Colomiers, Diehl’s new facility, covering 2,860 qm, offers space for 160 employees, who recently relocated from two former nearby locations.Worldwide, Diehl Aviation is maintaining OSS facilities close to all major aircraft final assembly lines of OEM customers in Europe, the USA, Canada and China. OSS facilities are ensuring a smooth interface between Diehl Aviation’s industrial organization, delivering parts to aircraft manufacturers, and customer facilities, where the supplier’s parts are integrated into the airframes.The prime objective of Diehl’s OSS is to ensure the highest possible customer satisfaction during the final assembly line processes, when Diehl parts are integrated into customer airframes. Any non-conformities and modifications that might arise are addressed are addressed in the shortest possible reaction time and to the highest quality standards taking into account the customer’s requirements. Diehl’s OSS facilities are the local focal point for the customer for all technical issues. Reactivity is constantly above the requested contractual targets. Also all Diehl OSS facilities worldwide are inter-connected, working to the same high service levels.Toulouse, one of the biggest and most significant locations in the aerospace industry worldwide, is playing a very important role in Diehl Aviation’s business activities: In addition to the OSS facility, Toulouse is also the location of one of Diehl Aviation’s Customer Services Centers (CSCs), providing after sales services to OEM and airline customers in the EuMEA region (Europe, Middle East, Africa). A total of 240 employees are working for Diehl Aviation in Toulouse.The Diehl presence in Toulouse over the years has been a history of increased efforts to enhance also its OSS facility. Initially, the company’s predecessor in Laupheim (Germany) has stationed employees for OSS purposes in Toulouse since 2001, initially starting with a headcount of ten. Since then, in various steps of growth, improvement and relocations, repair shops and other capabilities were added and enlarged, also incorporating entities that became part of Diehl Aviation during the last ten years. Today, around 160 employees at Diehl Aviation OSS in Toulouse are catering for the company’s products such as cabin interiors lining, monuments, lavatories and air ducting.Diehl Aviation is a division of Diehl Stiftung & Co. KG and combines all aviation activities of Diehl Group under one roof. In the aviation industry, Diehl Aviation – including Diehl Aerospace (a joint venture with Thales) – is a leading system supplier of aircraft system and cabin solutions. Diehl Aviation currently has around 6,000 employees. Its clients include leading aircraft manufacturers Airbus (both airplanes and helicopters), Boeing, Bombardier and Embraer, as well as airlines and operators of commercial and business aircraft.