Banyan Air Service has just completed equipping its ramp to meet requirements for the Gulfstream G650 and G280.   These aircraft, set to enter service this year, are equipped with new systems dependent upon wireless (Wi-Fi) connectivity. 

 The G650 contains an Aircraft Health and Trend Monitoring system (AHTMS), also known as PlaneConnectHTM™, and the G280 includes a system that allows for wireless database updates to the Rockwell Collins system through the Ascend portal. The Wi-Fi functionality at Banyan Air Service will enable visiting G650 and G280 aircraft to use their external antennas to transfer data to and from the aircraft. 

 “In addition to meeting Gulfstream’s requirements for Wi-Fi connectivity on our ramp, we took this opportunity to take our wireless to the next level,” says Joseph Melendez, Banyan’s information technology director. We equipped 80 acres on our entire campus with wireless connectivity and also revamped our internal wireless to provide a better experience for our customers.” 

Banyan Air Service has seen an increase in the number of Gulfstream visiting its FBO for fuel and avionics services.  The Banyan Avionics team is currently working with Honeywell to obtain STC certifications on Gulfstream models GII, GIII, and GIV aircraft for the Honeywell  Aspire™ 200 LG system. Banyan avionics recently completed an EGPWS and FDR upgrade on two GIV aircraft.

“Whether on the ground or in the air, Banyan’s FBO and avionics departments provide the infrastructure, installation, support and service for the Gulfstream fleet of aircraft,” states Brian Wilson, Banyan’s director of avionics. 

Banyan Air Service based at Fort Lauderdale Executive Airport (FXE) is a business and private aviation center that provides comprehensive services to domestic and international aircraft owners, corporations and governmental agencies.  Banyan provides 24-hour FBO services, maintenance, avionics, aircraft sales, parts solutions, a unique aviation store, and Jet Runway Café. For more information, visit www.banyanair.com.

As a writer you have an ongoing struggle knowing that what you script could be old news by the time it gets published.  That being so, can you imagine the challenges bestowed on vendors who first must design; then market, manufacture,  and certify a product before it can be introduced and sold to the industry?

With technology moving so fast and one to- three-years required to beget a product from a conceptual design to the market, obsolescence is like a vulture circling its  prey. And on the flip side of the coin, an operator looking to upgrade their aircraft could easily become entangled in the  perpetual waiting cycle of hoping to get the latest technology and the best value for their investment.

It’s not uncommon for a consumer to purchase the latest smartphone or tablet one day and then replace the unit just  months later when the newest version comes to market.  That doesn’t mean that it is practical to upgrade your aircraft every time a new technology comes along, however. Matters are not helped by the fact that the retail products are available today and being used by your passengers, and thus they expect the same functionality onboard your aircraft, though.

So what is one to do? Reading this article is a worthy start. You will be introduced to products and technology currently available along with what the near future holds for the In-Flight Entertainment and Communications (IFEC) market. This will be placed alongside the reasons why the industry has to safeguard itself from the impulse to just “carry on” all their IFE equipment (as in carry aboard an iPad with all the capabilities to provide entertainment and connectivity).

Cabin Electronics is the hottest market for corporate aircraft today and is projected to grow 12% annually through 2020. All eyes are on the consumer. What products are they buying? How are they using these products? How can the industry implement and certify these products for corporate aircraft?

Unless your aircraft has undergone a cabin retrofit in the last year or two, your IFE system is probably already outdated.

START WITH THE “C” IN IFEC
No, I am not trying to have you read and write as the ancient Egyptians (right to left), but Connectivity as I see it is the key bridge to a differentiator in IFE installations, and is thus foremost in the IFEC equation.

Next time you are waiting for a flight, shopping at the mall, or sitting in the park, take a look at the people around you. Many are attached to their Personal Electronic Devices (PEDs) either making a call; texting someone; sending an email; or checking their social network page. The connectivity is either through a GSM/GPRS network or Wi-Fi hotspot.

To deliver the true passenger experience you must deliver the same mundane service we all take for granted on the ground, and reciprocate it at 30,000 feet-plus. Let me caution you to the biggest misnomer in IFEC marketing today: All the adverts, the pictures, the demonstrations at the shows that you’ve doubtless seen – all portraying PEDs interfacing with the aircraft IFE equipment to send texts, watch movies, etc; without the “C”-part (connectivity), you have nothing
but a stand-alone PED whose battery will need charging shortly.

Let me introduce you to another “C”- word: ‘Certification’. This is also vitally important because all on-board GSM/GPRS
networks or Wi-Fi hotspots require a Supplemental Type Certificate (STC). The good news is that connectivity and Wi-Fi
STCs are currently approved every month for different airframes around the world, but they do add cost and complexity to the installation.

[Two further simple rules apply to the installation: The faster the speed of the connectivity option, the higher the cost of installation will ultimately be. And some options (HGA and Ku-Band installations, for example) are only available to larger airframes owing to antenna size.]

THE “E” IN IFEC
Entertainment by definition is “to hold the attention with something amusing or diverting.” Whether traveling by airline or corporate jet, the goal is to arrive safely and on time. The differentiators is the travelers’ experience during the flight. Does this need assessing on your aircraft?

For those that have a limited budget, you could look to get a few options that would supplement your existing system to give it a fresh, new look. Obsolete technology can be replaced with the latest functionality, and if planned well could also save you some money and down-time. Option examples include:
• VIP Touch screen
• High Definition (HD) Monitor
• Blu-Ray player
• Media center
• Audio Video On Demand (AVOD)
• iPod Docking station

These are all types of upgrades that can be made during a small inspection or even between scheduled flights. Interior access should be minimal – typically the Blu-Ray player can be mounted in the vicinity of the HD monitor. New HDMI cabling would need to be run between the two units, however.

Based on research there is a definite trend at this time for handheld devices with onboard cabin systems. Vendors have been eager recently to showcase how their customized “applications” would allow tablets and smartphones to control their Cabin Management Systems (CMS). One example was the introduction of Cabin Remote from Rockwell Collins that turns an iPad, iPod or iPhone into a two-way remote that can control content within Rockwell’s new Venue CMS.

Offering the ability to control your entire CMS and everything inside it with one simple HD touch screen interface  undoubtedly is a very attractive proposition. Imagine your passengers cruising along at 30,000 feet and utilizing their tablets to review email, visit the corporate VPN, browse the web, control the CMS and even change the cabin temperature… And that experience can be enhanced through auxiliary panels outfitted with HDMI and USB inputs that allow you to view and control content from your personal device onto the CMS.

Smart TV technology is now integrated into this generation of galley, bulkhead and touchscreen displays, which can control, store and disseminate audio and video content throughout the system and even allow you to interface with your carry-on device. The intuitive, graphical displays are customized to give passengers the same form and function as their own personal devices.

For the most part, aircraft that have been  recently purchased or those that have been owned and operated 6-8 years are perfect candidates for an IFEC upgrade that can incorporate elements of, or all of the above. These aircraft are due a major inspection and/or interior refurbishment. Either way the interior is going to be removed – so to save money and downtime this would also be an appropriate time to perform a complete overhaul of the system.

THE “IF” IN IFEC
The I.F. stands for In-Flight. By its definition In-Flight means you cannot simply pull over to the side of the road if an emergency situation presents itself to use your carry-on device! While stating the blazingly obvious, this should also draw your attention to another increasing trend that could have a serious effect on the safety of your aircraft; namely the growing mindset among consumers that certified IFE systems are outdated, and therefore owners and operators look to satisfy their passengers with nothing but carry-on devices.

Let me illustrate further with a few unnerving situations the Banyan Quality Assurance (QA) team has found lately:
• An electrical outlet connected to a power
strip
• Extension cords in the cockpit and cabin
• Home Entertainment equipment secured
by Velcro
• Interface cables in the cockpit attached to
the Yoke
• Suction cup antennas on the windshield
and the glare-shield

Do you get the picture? These are accidents (or at the very least incidents) waiting to happen. Products designed for the consumer electronics market should augment the onboard IFE system, not replace it!

Did you know that some PEDs are capable of producing 4-Watts of power? That is why the FAA and regulatory agencies
around the world require EMI testing on the aircraft to ensure its operating systems are not effected by the operation of the device.

Monitor installations are certified by Structural engineers to ensure the bulkhead can handle the load in case the pilot has a hard landing or enters heavy turbulence. Proper installation procedures and adherence are there to protect the passengers and crew.

It doesn’t matter that the boss asked for a  makeshift installation – it should be your job to illustrate to him why we have IFE equipment that has passed arduous testing to IAW regulatory standards. I’ll bet you wouldn’t let him circumvent installing a Traffic Collision Avoidance System (TCAS) because you can always look out the window! Why let him circumvent IAW-tested IFEC equipment?

NEXT GEN
Leading IFE companies are designing their  systems with configurable software to allow for new technology to integrate without the need for hardware upgrades. Designers are not just focused on supporting today’s newest products, but also those that still may be on the drawing boards. The switch to digital technology allows the flexibility to upgrade the system with a simple wiring modification, supported by a software application. 2011 and 2012 will be remembered as years in which applications were introduced that control the functionality of CMS through personal devices – but where do we go from here? How about streaming content from a moving map, Blu-Ray DVD or camera to a tablet or laptop?

The introduction of Digital Living Network Alliance (DLNA) certified products into the next generation of portable devices will revolutionize how these products exchange content. It enables different brands of digital products to interact and share digital content, making it easier to connect and enjoy music, videos and photos.

There are currently more than 230 DLNA Certified brands, and the number continues to grow. Leading IFE companies like Rockwell Collins have DLNA on their whiteboard and on a time-line to introduce it to the aviation industry. DLNA-certified products can connect either through an Ethernet connection or a Wireless Access Point. Tomorrow’s tablets will not only control the content, but will view the content on board corporate aircraft.

Developments in technology miniaturization allow more speed, features and power into smaller packages – and this is currently being introduced into IFE equipment. A good example is the Rockwell Collins’  Airshow moving map whose memory was initially stored on a disc hard drive, followed by a downloadable flash drive. The next generation will have the 3D moving map software embedded into their HD smart displays allowing content to be available to all equipment on the network. Tablets loaded with an Airshow application will receive streaming
flight information.

Moving maps continue to evolve into an entertainment option in lieu of their original purpose of displaying the current  geographical position of the aircraft. Innovative 3D maps deliver an unparalleled level of graphical realism. Map views that can zoom down to street level detail and provide points of interest both in graphical and text content.

Virtual pilot’s eye view and window view allows you to see virtually what the pilot is seeing and view the terrain out the  window even if it’s night time. Graphical designer scan take digital photos of your aircraft and create life-like recreations of your aircraft on the moving map.

Meanwhile, the introduction of the digital architecture has made the systems easier and lighter to install. Older analog systems required discrete wiring between all the components within the IFE system. Today, an Ethernet Cat5e cable can distribute 1080p HD video, audio, data, command and control in addition to 28Vdc on one cable. These advancements have lead to approximately 50% less time to install a system, up to 35% reduction in weight and 40% reduction in
component count.

Ethernet and Fiber Optic cables are the future to support the growing bandwidth demands of tomorrow’s high-tech devices.

Bottom line: the “IFE” and the “C” combined give you the most features at the best value for your aircraft. The corporate aircraft is a business tool which, when outfitted correctly, can give you a competitive advantage – but who said the passengers can’t have a little fun too?

Sign up for the Banyan FBO Information monthly eNewsletter or follow us on Facebook and stay up to date on all the latest on  services offered at Banyan.

Banyan installed the Thrane and Thrane AVIATOR 200 Low Gain Antenna (LGA) on this Beech Jet 400A.

On January 7, 2012 a Beech Jet 400A departed for Argentina outfitted with the Thrane and Thrane AVIATOR 200 Swift Broadband (SBB) system. The AVIATOR 200 turns an aircraft into a business tool and enables pilots and passengers to use PDA devices including Blackberry®, iPhone® and iPads to access a multitude of applications; such as, email, internet browsing, smart phone connectivity and voice communications.

Last year Banyan received the first STC for the Swift Broadband (SBB) 200 class of service in the United States. This year Banyan delivered the first aircraft outfitted with AVIATOR 200 to the South American market.

“Banyan has been one of the industry leaders for High Speed Data and Swift Broadband installations for the last three years and to achieve another first clearly shows the vision of both Banyan and our partner Thrane and Thrane,” says Brian Wilson, Banyan’s director of avionics.

“The AVIATOR 200 Swift Broadband class of service is a perfect fit for our Latin American customers. Passengers enjoy staying connected and entertained during the flight and before departure the crew can download the latest weather conditions, flight plans and charts on their iPads and EFB’s. Banyan has performed more AVIATOR 200 installations on more airframes than any of our competitors. The installation can be performed as quickly as seven days and can be completed at Banyan during regular maintenance inspections,” states Wilson.

To see a video of this product in action, or for more information, visit banyanair.com/aviator200.

About Banyan Avionics:

The Banyan avionics team based at Fort Lauderdale Executive Airport (FXE), offers comprehensive avionics installations, repairs, modifications, and is an authorized dealer for all major avionics manufacturers. In addition to High Speed Data solutions, they have extensive installation experience with In-Flight Entertainment upgrades, Glass Cockpits, LPV/WAAS upgrades, Flight Management Systems, Satellite TV, Enhanced Ground Proximity Warning Systems, Multifunction Displays, Satellite Communications, Iridium, and Traffic Collision Avoidance Systems.

Banyan’s avionics department is certified as both an FAA and EASA repair station and has also earned repair station designations for Argentina, Brazil, Bermuda and Venezuela. Banyan also offers a mobile avionics team to provide services on location. For more information on Banyan’s other services, visit banyanair.com.

Sign up for the Banyan FBO Information monthly eNewsletter or follow us on Facebook and stay up to date on all the latest on  services offered at Banyan.

Caravan 208 - Before

Banyan Avionics removed the standard six pack vacuum and pressure primary flight instruments from the pilot and copilot cockpit instrument panels and replaced them with a Dual Garmin G600 Flat Panel Display System. The new displays were complimented by new Dual GDC-74 Air Data Computers and GRS-77 Attitude Heading Reference Systems along with a new L-3 ESI-2000 Glass standby unit. The upgrade also included dual GTN-750’s, Garmin new revolutionary touchscreen displays, along with a GDL-69A which provides weather information to the displays. The Transponder was upgraded to the Garmin GTX-330 Extended Squitter Transponder for ADS-B capabilities. New instrument panels were also fabricated to complete the installation.

Caravan 208 - After

In-Flight Entertainment & Connectivity (IFEC): It will differentiate your aircraft from the rest.

By Brian J. Wilson

Whether you are in the business of charter, aircraft sales, aircraft management, or you are an owner/operator with a corporate aviation department, it’s a fair guess that having a competitive edge is important to you.

For example, if aircraft charter was simply a commodities business, charter operators would tailor their passenger experiences to something akin to those offered by the lowcost airlines. As if to underline the fact, the paradigm shift in the last few years from an ideology that small-sized aircraft would suffice for charter and air taxi to unprecedented orders for larger aircraft and corporate airliners should serve to confirm that Charter is a value-based business.

The global economy is slowly recovering from one of the worst downturns in history and now – more than ever before – the corporate jet is viewed less as a luxury and more as a mobile business enabler.

It was only a few years ago that overworked executives would endure a forced period of relaxation aboard their aircraft – a safe haven where they couldn’t be reached by associates and colleagues. Today, executives greet the crew with, “is the Wi-Fi working”. (If you doubt the importance of this, try talking to a colleague of mine who recently had to travel half way across the world with the internet down on their corporate aircraft!)

With the trend moving very much towards in-flight connectivity, the question needs to be asked by any aircraft owner or charter operator as to when the last time they took a good look at their entertainment system was?

Does it consist of a few monitors, a DVD and a moving map? In case you haven’t noticed, in the past year, in-flight connectivity and entertainment went mainstream, and aircraft not properly outfitted will be left sitting on the tarmac. [I am reminded at this juncture of a past Rent-A-Car commercial where the competition standardized their fleet with GPS navigation units. The frustrated CEO of the company left behind responded by saying, “We have a navigation system… It’s in the glove compartment and it’s called a map!”]

Maybe you operate a charter fleet and your charter utilization rates are flat, or maybe you own an aircraft and are trying to sell but it isn’t getting the attention you’d hoped for. Is it possible that you are failing to provide the right level of ‘passenger experience’ that truly differentiates your aircraft from the rest?

For those who are looking to retrofit their aircraft with a new interior, now is the perfect time to look at In-Flight Entertainment & Connectivity (IFEC).

The acronym ‘IFEC’ is very new, and clearly defines that these two features are on a converging path. IFEC grabbed most of the headlines at the latest Interior Expo show in Hamburg, Germany, and later at EBACE in Geneva. Joint venture announcements between leading IFE companies and Connectivity companies to align their strategies to specialize in IFEC upgrades have also been made during the year.

Entertainment and connectivity are two key selling-points for capturing corporate clients. Clearly they are emerging as the leading attraction after aircraft price and interior size.

IT’S ALL IN THE APP

Today’s passengers are entertaining themselves by bringing their laptops, tablets and smart phones on board  aircraft, and I imagine they are not only frustrated by the fact they can’t charge these devices but by the singularity of the device itself. The current trend is to integrate these devices with the IFEC systems.

The trend-setter for this integration is applications. The architecture for the hardware has also changed from legacy units (that “switched” audio and video commands) to smart units which are softwaredriven. For simplicity, think of today’s entertainment system just like your intranet system at work: each device has a pseudo IP address so when a touch-screen command is given the signal rides on a control bus and only “speaks” to the appropriate device. This is the same logic that allows your computer to know which printer to use, or where to send an email.

Tomorrow’s passengers will walk on board the aircraft and use their personal devices to control anything from the IFE system to the window shades as long as they have the right applications loaded. Avionics shops and equipment manufacturers are working together to provide these applications free of charge, or at a very nominal rate ($20-$40). The concept is to allow the user to enjoy the same comfort and convenience in the air as they do in their home or office.

ENRICHING THE PASSENGER EXPERIENCE

There’s nothing more re-enforcing than having your own personal experiences to relate to when researching a project, benchmarking your business, or defining the level of customer service your company provides. We have probably all experienced a flight where we forgot to bring along our favorite book or magazine and the airline had no mode of entertainment or connectivity – thus we were forced to read the airline magazine while periodically staring at the repetitive time to destination (TTD) moving map on the screen. Three-to-four hours later, we reached our destination feeling like half a day had been wasted!

The truth is that however much more comfort a business aircraft might offer over a commercial airline, the feeling left with the passenger will be much the same – whether for corporate or charter passengers – if the aircraft they are flying  on is not properly outfitted.

I am aware of one charter operator that lost full-fare and future bookings because the client – a leading entertainer – was frustrated by the malfunctioning IFE system on board the aircraft they had chartered.

The entertainer’s response may have been different if a mobile device had allowed him to review over 100 of the latest films, control the volume and lower the cabin temperature without leaving his seat – all of this being possible while receiving an incoming call to his cell phone. While the call is answered, the movie is paused on the portable device, and an email is then sent to his party at his destination.

Such technology exists, and allows passengers to arrive refreshed, satisfied and informed at their destination. Advances in technology have brought connectivity to the smaller airframes with a price-point acceptable to anyone who feels the need to stay connected. IFE upgrades are also less labor intensive resulting in cost savings to the customer and reduced downtime.

Although there are systems available that deliver streaming media through the internet connection, industry research has found the majority of business jet travelers would be content if they could just view their email, SMS text message and do some light web surfing. Simply by enabling passengers to communicate with colleagues and family, do

a little work and watch a feature film could make all the difference to the passenger experience.

IT’S IN THE CLOUDS

So what does an iPad, a server and an internet connection provide you with exactly? Well if it’s the right combination of hardware, software and applications you will have a complete IFEC system capable of doing anything from controlling the cabin temperature to watching Live TV.

Cloud computing (the logical computational resources (data, software) accessible via a computer network (through WAN or Internet, etc.) rather than from a local computer) simply allows anyone with an internet connection to interact with content on virtual servers anywhere in the world. Imagine passengers flying on an aircraft with a preloaded iPad either provided by the charter company, or by their own personal device from which they could access a video library like NetFlix and watch whatever movie they selected.

The movie could then either be viewed on the personal device or the existing monitor – even in High Definition (HD). Maybe a passenger is less interested in watching movies (having forgotten to order flowers for that special someone), or is curious to know the points of interests or restaurants (business lunch/dinner reservation) at their destination town. All can be tended to from the comfort of the aircraft seat.

On the business side using a computer based on cloud technology has your apps, documents and settings all stored safely in a virtual server. So if you started numerous projects on your desktop computer while at work, you could access and finish these same projects while in-flight, using your laptop.

Let’s imagine you are on a business trip and your computer is lost, stolen or damaged. Are you aware that you can simply borrow a business associate’s computer (or purchase a new one), log on to the internet and all your files, pictures and contacts will be restored on an IFEC system?

The chances are that most business travelers utilizing Business Aviation are using a simple form of cloud computing already… if you have Gmail, or access your email account via a web address, you will be using cloud computing – but have you explored the full potential of cloud computing aboard the company/charter aircraft?

CHARTER AND FRACTIONAL IFEC SPECIFICS

Fractional and charter companies are keenly aware that their clients expect to remain connected and entertained wherever they are. Research has found a direct correlation between the length of the flight and the demand for connectivity.

Flights averaging two or three hours (or longer) seems to be the benchmark, so it’s not surprising that companies in the United States and the Middle East exceed their European rivals in the percentage of fleets currently outfitted with IFEC. (One leading charter company reported a 10% increase in utilization rates for aircraft outfitted with connectivity as clients specifically asked for this feature when booking.) On average, 70% of charter flights are made for business purposes

and connectivity is seen as a vital tool for growing companies and their leadership.

Today’s IFEC products are very scalable, compact, lightweight and can be tailored to meet your needs and price point. In the case that you find the speed or coverage of your high-speed data system does not suffice due to higher than anticipated usage or new routing for your fleet, a simple change of antenna will increase the speed and coverage area. The legacy platform remains the same.

The same principle applies to today’s entertainment systems. Let’s assume passenger feedback about the IFE system indicates they prefer to have more media selections to view on the monitors. You could simply add another Blu-ray player, juke box or media player and the software change could be loaded in the field. Older systems will likely have required the switch panel legends to be removed and shipped for modification, literally grounding the aircraft.

Passengers are not the only people to benefit from having connectivity on board. Imagine how the crew could communicate with the home-base. Pilots have a multitude of features from which to draw – from charts to real-time weather updates. Last minute changes on routing or passenger manifestos can quickly be sent from the home base to the crew too.

One of the greatest benefits of today’s applications is that the crew can be contacted on their personal or business smart phone/tablet just like they could be on the ground thereby eliminating any concerns that additional communication equipment or software must be purchased. Further, there is no need for protocol or procedures to be changed.

The IFE server can even store the aircraft manuals, documentation and minimum equipment lists vital to making a decision on departure for Part 135 operators.

THE KEY TO AN UPGRADE

It is essential to make sure when considering an upgrade to your aircraft/fleet that you pick a shop with testimonials from other satisfied customers. The shop you select should handle all the facets of the project from the equipment to the design, installation and activation of the service. Further, make sure the shop provides an intuitive operators’ manual so the passengers understand how the system works and can fully benefit from all of the features.

The billing for the services can be used in a variety of ways depending on your business model. One idea for charter operators is to purchase vouchers that allow passengers some free air-time and data access – once they exceed this limit, they would pay. Another idea is to add a premium to the charter price allowing passengers unlimited access. Alternatively, you could just add the actual charges to the invoice at the end of the flight. Service providers have implemented the software to provide real-time charges to the account.

Installation costs and return on investment are two figures any CFO will want to review before making a business decision – but I would caution that IFEC is a “must have” feature to differentiate your aircraft/fleet from that of your competitors.

Having taken the time to review the websites of a dozen top charter operators from North America to the Middle East, I was astounded to discover that only one mentioned the operator offered Wi-Fi on board.

Common features listed under the travel/passenger experience menus listed the usual company attributes – including modern fleet, great service, luxurious interiors and club cards. I might not be a marketing expert by trade, but even I can see a marketing niche exists to revise these menus to really capture the reader’s attention – a fleet that is outfitted with IFEC. Better yet, direct the client to click on the ‘passenger experience’ link and have a short video demonstrating the features and benefits of IFEC.

I might not be a business mogul, but if I had actually been looking to charter an aircraft for the first time, or looking to see what the competition was providing, a passenger experience demonstration using IFEC would have been my differentiator!

Brian Wilson oversees all activities related to Banyan Air Services’ avionics department – including sales promotions, aircraft   avionics installations, bench and line troubleshooting, engineering and used avionics component sales. His avionics career started 30 years ago, when he joined the U.S. Navy as an Avionics Technician. Wilson has also worked at Midcoast Aviation, Raytheon, Bombardier/Learjet and most recently at Jet Aviation in West Palm Beach where he headed the Avionics, Engineering and Interior departments. He also serves on the Rockwell Collins Dealer Board. He can be reached at 954-232-3606 or email bwilson@banyanair.com.

Service provider, Inmarsat,, Equipment supplier, Thrane & Thrane, and Installation specialist, Banyan Air Service meet in Munich during the Inmarsat Conference. (L to R:) Andy Beers, Thrane & Thrane, Lars Ringertz, Inmarsat,, Jen Marts, Thrane & Thrane, Brian Wilson, Banyan Avionics, and Kim Gram, Thrane & Thrane

Brian Wilson spoke about High Speed Data and Wi-Fi at the Inmarsat Aeronautical Conference in Munich, Germany recently.  Roughly 200 international air transport, business aviation and government delegates ascended on Munich to hear how Inmarsat is providing in-flight connectivity solutions today with Swift Broadband, and for the future with Global Xpress™.  Delegates heard the latest news and developments from some of the key hardware, technology and service provider partners in the industry. The next conference will be held in Miami in June 2012.

Mr. Wilson was hosted by Mr. Lars Ringertz, the Director of Marketing for Aeronautical Services.  Over 35 countries were represented with 22 industry professionals giving presentations on their respective topics.  The list of speakers, topics and link to their presentations are available on-line.

Included in Mr. Wilson’s presentation was a video produced in-conjunction with Satcom Direct.  The video titled Swift Broadband is viewable on YouTube on on the Banyan AVIATOR 200 webpage.

Mr. Wilson is the director of avionics for Banyan Air Service which is based at Fort Lauderdale Executive Airport in Fort Lauderdale, FL.  He is a leading expert on emerging avionics technologies and is also a regular contributor in writing avionics articles for World Aircraft Sales Magazine.

Under his direction, Banyan avionics was issued an STC  ST03901AT from the FAA for the Thrane and Thrane AVIATOR 200 Wireless Local Area Network (WLAN) system for the Cessna 500, 550, S550, 552, 560, and 560XL  aircraft and also received ANAC Brazilian Supplemental Type Certificates 2011S02-14 and 2011S02-15.

Banyan also has a mobile Avionics team that can perform these installations at your hangar or at your preferred maintenance facility.

In addition to High Speed Data (HSD), the Banyan Avionics team offers comprehensive avionics installations, repairs, modifications, and is an authorized dealer for all major avionics manufacturers.  They have extensive installation experience with flight deck upgrades, glass cockpits, cockpit voice recorders, flight data recorders, electronic flight bags, enhanced ground proximity warning systems, multifunction displays, satellite communications, Iridium, and traffic alert collision avoidance systems.  Banyan’s avionics department is certified as both an FAA and EASA repair station and has also earned repair station designations for Argentina, Brazil, and Venezuela.  For more information about visit the Banyan Avionics webpage.

Banyan Air Service announced that it and EMS Aviation, a division of mobile connectivity leader EMS Technologies, Inc. (NASDAQ:ELMG have entered into an agreement to work together to obtain STC certifications on Gulfstream® models GII/GIII aircraft for the EMS Aspire™ 200 LG and eNfusion® systems and products. In addition, Banyan Air Services will be certifying the CNX® Cabin Gateway series Wi-Fi® solution for the GIV aircraft.

“We are excited to team with EMS Aviation to provide Gulfstream operators with airborne connectivity,” said Brian Wilson, Banyan’s director of avionics. “The flexibility and scalable architecture of the Aspire system, when combined with data acceleration and Wi-Fi capabilities, provides the versatility to meet the needs of our clients. Our customer’s aircraft are currently being outfitted with the Aspire 200 LG broadband system and augmented with a dual channel Iridium Satcom and we anticipate that we will receive STC approval through the Federal Aviation Authority early in the fourth quarter of 2011.

“EMS Aviation and Banyan avionics have worked together for a number of years, and we are pleased to have their expertise as we continue our quest to enable in-flight connectivity in business jets that is unparalleled elsewhere in the industry,” said John Jarrell, General Manager, EMS Aviation. “With the pedigree of eNfusion systems behind it, the Aspire product family raises the bar with business aviation’s first purpose-built full color Android^™ handset, designed to provide landline quality voice while offering cabin control. Other features including Wi-Fi^®, exclusive acceleration and compression, are expected to be key momentum builders with operators, owners and OEMs alike.”

Like its sister eNfusion system, the Aspire 200 LG system is designed to transform an aircraft into an airborne hot spot and allows pilots and passengers to use Wi-Fi enabled PDA devices including BlackBerrys^®, iPhones^® and iPads^® to access a multitude of applications; such as, email, internet browsing, smart phone connectivity and voice communications.

For more information, call Paul Rose 954-492-4347

by Brian Wilson

Looking at a few photos of my father recently reminded me of when I used to work with him around the house or in the garage. He would always say, “Right tool for the right job”. It’s a simple enough statement, but it can be applied to many situations.

Gone are the days when the business traveler wanted to just relax during flight, to catch up on some needed rest, or read the latest best-seller. Today businesses and their management teams seek to have every technical advantage to   give them an edge as they work to secure the next business opportunity – even while in mid-air.

A recent No Plane No Gain testimonial featured an operator who claimed that having the right aircraft outfitted with the right tools allowed his company to secure a lucrative contract over the weekend, before his competitor could arrive via the airlines the following Monday corning.

The CEO mentioned that having a corporate aircraft gave his company the edge to arrive before his competitor – but that having the right tools on his aircraft was the driving factor.

Within one hour, the operator’s flight department was able to get the aircraft ready for departure, and since the aircraft was outfitted with the latest SwiftBroadBand (SBB) and Wi-Fi technology, the necessary research and presentation was prepared in flight, and en route to the client. The management team was able to access its VPN, receive scanned documents and other vital reports emailed from its support team back at the office, and even review the presentation on the aircraft entertainment system before landing.

DEFINE YOUR MISSION

A recent MRO report indicated that Cabin Avionics will be the fastest growing modifications category due to the desire for sophisticated onboard connectivity. I can personally attest to the results of this survey, as my phone rings daily from operators and flight departments inquiring about connectivity because the folks flying onboard need to stay connected.

I always respond with two simple questions:

• Where does your aircraft fly?

• What are your passengers’ expectations for connectivity?

Let us discuss the first question, and how it effects which product you may want to purchase. Typically, operators fly primarily in the country they are based with a percentage of international flying to other countries.

Keep in mind that some products are designed to work in just one particular geographical area. These types of systems need to be augmented with yet another ship set when international coverage is required – which will surely add cost and downtime when performing the installation.

In today’s global economy, keep in mind that companies who only fly domestically presently could expand internationally in the next few years as business grows. It is a good idea to include the decision-makers within the company in the selection process for Cabin Avionics, so as to fully understand their business model for the next few years (as opposed to their immediate demands). This will prevent you doing the installation twice in the long-term.

Turning to the second question I always ask, this often proves to be a question the caller is unable to answer with any detail initially.

A common mistake I have observed is that the caller underestimates the speed needed to successfully address the passengers’ requirements for connectivity. They are often more concerned about a specific price-point that they have in mind, missing the focus of having the right tool.

Let us digress for one moment as we establish that the allocated speed for SwiftBroadBand is 432Kbps which is laggard to any land-based web access since the days of dial up. (Yes, acceleration can be used to increase the speed upwards to, and exceeding 1 Mbps, but speed comes with a price, along with geographical and technological limitations).

Another mistake is to underestimate what the owner is willing to pay for the type of service   they desire. A client once said to me when I was trying to caution him about pricing, “Son, let me determine what is too expensive…”

When assessing the correct product, you should put issues of cost to the back of your mind, and see a live demonstration of the product. Seek out an experienced avionics shop that has done different types of installations on varying aircraft, and they should be able to give you a comprehensive quotation comparing speed, service and price, so the owner has numerous options to consider, and far more information than cost alone.

IRIDIUM VS INMARSAT:

GET THE FACTS

In virtually all cases, when you make a voice call in a corporate aircraft you are communicating with a satellite which relays the call to a ground station support center that transfers the connection to the standard telephony infrastructure.

Iridium’s constellation consists of 66 interconnected Low Earth Orbit (LEO) satellites which provide worldwide coverage both on the ground and in the air.

The Inmarsat-4 (I-4) series of satellites consists of three satellites that fly in geosynchronous orbit 22,240 statute miles above the earth. They provide coverage both on the ground and in the air, but are limited to no coverage above and below the 70 degree latitude marks.

Typically the small- to medium-size corporate jets use Iridium systems, while the Inmarsat systems mostly prevail in the larger airframes. This is primarily due to the size of the antenna and the number of channels required on larger aircraft that carry more passengers. (The standard number of channels for Iridium is one to two while the Inmarsat systems can have up to seven channels.)

All similarities end when the subject of data communication is discussed.

Iridium serves well for tracking and monitoring of the aircraft’s position, but can fall short of the data rates needed for Internet, email and video streaming. Having held many discussions with customers about connectivity in the cabin I feel compelled to clarify some common misconceptions. Attractive marketing terminology combines Iridium with Short Burst Data (SBD), free text messages and Data link services, but all of these applications derive from services provided to pilots in the cockpit, not the cabin.

Iridium is limited to 2.4Kbps and has no feasible way to send and receive data. Iridium NEXT is a second generation constellation scheduled to begin launching in 2015 and I have attended forums where specific data rates have been discussed, but even the rates mentioned are not confirmed on their website.

For worldwide coverage and connectivity both in the air and on the ground, Inmarsat offers the best solution today: In early 2009, Inmarsat completed the repositioning on its three I-4 satellites, and introduced SwiftBroadband (SBB) to the world.

SwiftBroadband is an IP-based service that provides an “always on” data connection with speeds ranging from 200Kbps to 432Kbps per channel. Although two channels are allowed per installation, this simply increases the bandwidth, and does not double the speed (864Kbps) – a falsification I have seen in a few articles.

[Think of one channel as a four-lane highway packed with cars going at the same speed. If another group of cars where to come onto the same highway the speed would slow down accordingly. By adding another channel, we add another four lane highway to allow all the cars to go the same original speed.]

KU, KA – HOW ABOUT 500 (K)?

When Boeing launched the Ku-Band satellite service titled “Connexion by Boeing” it cost Boeing more than $1 Billion to develop, never caught on with the passengers and was scrapped in 2006.

Other companies have sought to re-ignite Connexion – including eXConnect from Panasonic, and Yonder from ViaSat – but their business models are based around the airlines and a very small fraction of large cabin aircraft.

Recently a leading MRO facility introduced its new Ku-package with an installation price starting at $500,000 USD, and a monthly service fee of $6,000 USD. That’s $72,000 USD per year just for the service, and many installations when completed exceed the quoted $500,000 by tens if not hundreds of thousands. In fact, said operator claimed their “gold” package installation price was $795,000 USD, which exceeds the budget for the majority of operators.

The opinion of the experts is that the Ku Band is already saturated and will not meet the bandwidth required for future connectivity requirements. Based on the economics of supply and demand, Ku Band is not going to get any cheaper.

Ka Band is the source of the latest buzz in the satellite industry. In 2010 Inmarsat signed a $1.4 billion contract with Boeing for three Ka Band satellites for its new I-5 network. The first satellite is to be completed by 2013, with full global coverage expected by the end of 2014.

It is worth questioning how long it will take to test/align the satellites, verify the service and test the new products/account for any delays. The new network will be called Inmarsat Global Xpress and offers data rates up to 50Mb/ps, at a cost less per megabit than current rates.

Ka Band is in the frequency range of 26.5 to 40Ghz and Inmarsat believes this under-utilized range has the bandwidth and capacity to meet an ever-changing consumer demand over its 15 year life cycle.

The Ka Band satellites should be capable of transmitting more power; hence this will reduce the size of the antenna needed for the installation.

In a nutshell: Ku Band is here now and Ka Band should arrive in 2015-2016 – but the cost of installation and the yearly service fees are expensive.

Let’s not forget that the size of the antenna inhibits many airframes. Operators can incorrectly believe “something better is coming just around the corner”, and that speeds are going to be faster, and installations are going to be cheaper.

Competition should make the installations cheaper, and technology will make the data rates faster – but is it worth the wait? Are you not in business today?

WHAT SHOULD YOU DO NOW?

I don’t consider myself an electronic gadget geek, but I was one of the first to carry a smart phone that had email and web browsing. I recall how I joked with my colleagues that only had cell phones that by the time they get off their flight and get to the hotel room to check their email on their laptops, I would have already sent a quote to the client.

My favorite line was   “every business person will be carrying a smart phone in the next few years, or they will not be in business”. The same can be said for connectivity on board your aircraft; if you can’t stay in touch you will find yourself behind your competitor. Charter and Fractional companies, are you listening?

The leading companies in this category are outfitting their fleets with connectivity and In Flight Entertainment (IFE) to attract clients and increase market share. Have inquiries and capture rates declined, even though your customer service evaluations are high? You might want to compare what you have for Cabin Avionics with that of your competitor.

THE IN-FLIGHT BUSINESS CENTER

There is a misconception amongst the general public that a business jet is similar to a Maserati or a luxury boat, but it’s not – it is a business tool, and the right companies that will lead today’s global economy realize this. Having an on board entertainment system that includes a satellite television system sounds like a luxury until you consider how many companies recently were effected by the unrest in the Middle East.

Business executives don’t outfit their aircraft to watch the latest action movies; they are watching current events on leading business channels. Executives with companies around the world need to be informed and have the right tools to quickly implement a contingency plan directly from their aircraft.

Maybe we should change the acronym from IFE to IFBC (In Flight Business Center). Maybe this would appease our politically-correct audience. The overall objective is not to entertain our business traveler, but to provide the right tools with which to do business. Productivity is a measure of efficiency, and effected by labor and technology. Personnel can only work so fast before mistakes start to increase, but technology continues to drive productivity.

A case in point: today’s laptop computers will slowly be replaced by smart tablets. The limitations with the current generation of tablets are being resolved as I write. Many of the executives I know currently carry both a laptop and a tablet when traveling on business, and most agree that the laptop soon will be left at home.

NEW MEANING

‘Cabin Avionics’ takes a new meaning as technology has changed the playing field. Can you imagine your passengers walking on board your aircraft with their tablets; settling into their seats and securing their seatbelts. They then lower their window shades; review their latest emails, select  and watch the latest world news on their High- Definition monitor, and  adjust the speaker volume with all features controlled by their tablet.

Cabin temperature control, printing documents just emailed by headquarters – the tablet can control all such functions. Cabin Management Systems (CMS) are software-controlled, and ‘Applications’ are the name of the game. [Recently while doing my research with a leading CMS company, I was transferred to the applications engineer. I can tell you for a fact that position didn’t exist five years ago!]

Open architecture has allowed the convergence of High Speed Data, Wi-Fi and smart phones with today’s Cabin Management Systems. Applications have opened the door for unlimited capabilities for today’s generation of Cabin Avionics.

Although all aircraft are candidates for Cabin upgrades, surveys have indicated that aircraft aged 7-15 years are prime candidates to perform these types of modifications. This group of aircraft is generally currently outfitted with legacy phone and entertainment systems. Most will have had only one or two owners, and are due a major inspection, cabin retrofit or paint refurbishment.

Downtime is critical to these medium- to large-size business aircraft, and this would be a perfect time to perform an upgrade. The last few years have found discretionary money to be tight, and upgrades have been delayed.

2011 brings a year filled with promise and prosperity as the world economies start to correct themselves. The technology to give your company an edge in business is here today; passengers literally have “contact” with the world at their fingertips. Don’t be left behind!