3 juin 2021 | International, Conception et essais virtuels

Red 6, augmented realty fighter pilot training startup, raises $30 million

Red 6, augmented realty fighter pilot training startup, raises $30 million

Red 6, an augmented reality fighter pilot training startup, has raised a $30 million round of financing.


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  • Impact of COVID-19 on commercial MRO

    24 avril 2020

    Impact of COVID-19 on commercial MRO

    Opinion: How COVID-19 Has Already Changed Everything David Marcontell April 17, 2020 Oliver Wyman To say that COVID-19 is having a devastating effect on aviation is an understatement. With hundreds of millions of people living under stay-at-home orders and unemployment rates in the U.S. and Europe rising faster than they ever have, global airline capacity in available seat-miles is down 59% compared to what it was at this time last year. The International Air Transport Association is forecasting airline losses of $252 billion—a tally that has been revised upward twice in the last six weeks. At my own firm, we cut our 2020 forecast for demand in the MRO market by $17-35 billion to reflect the nearly 11,000 aircraft that have been taken out of service and the 50% drop in daily utilization for those that are still flying. Oliver Wyman also lowered its projection for new aircraft deliveries by 50-60% versus 2019 after a comprehensive review of original equipment manufacturer (OEM) build projections versus airline demand. Deliveries for most current-production models are expected to drop 50% or more in 2021 and 2022. As a result, we project that it will be well into 2022 before the global MRO market might return to the size it was before COVID-19. This crisis has gone well past the point of a V-shaped recovery. Lasting damage has been done, and not unlike the Sept. 11, 2001, terrorist attacks or the 2008 global financial crisis, the behavior of governments, businesses and the public is likely to have been changed forever.  Following 9/11, it took nearly 18 months for passenger traffic to return to its previous level, and when it finally did, travel looked very different than it had before the attacks. Passenger anxiety and the “hassle” factor associated with heightened airport security caused people to stay at home or drive. It took nearly a decade for the public to adjust to the new normal of commercial air travel.  In a post-COVID-19 environment, it is not unrealistic to expect new screening protocols to be put in place to help manage the risk of reinfection or an emergence of new hot spots. Already, international public health officials are considering such tools as immunization passports and body temperature scanning (already in use by some airports) that would be applicable to everyone on every flight, much like our security screening is today.  In addition, virtual meeting technology—adoption of which is expanding quickly out of necessity—is now becoming business as usual for work and socializing, and it’s unlikely we will turn away from it entirely even when the disease is a memory. These combined influences will undoubtedly slow passenger traffic growth.  COVID-19 also will change the industry’s labor landscape. For the past several years, the aviation industry has been concerned with a looming labor shortage. Before the coronavirus crisis, regional airlines were already being forced to shut down because they couldn’t find enough pilots; others were trimming flight schedules. A stunning 90% of the Aeronautical Repair Station Association’s 2019 survey reported difficulty finding enough technicians—a situation that cost ARSA members more than $100 million per month in unrealized revenue.  COVID-19 will change all that. With the global fleet expected to have 1,200 fewer airplanes flying in 2021 than 2019, the industry will need roughly 18,000 fewer pilots and 8,400 fewer aviation maintenance technicians in 2021. The depth of the cutbacks is the equivalent of grounding 1-2 years’ worth of graduates from training and certification programs around the world. How many would-be pilots and mechanics may now be dissuaded from pursuing a career in aviation with those statistics? If people turn away now, when aviation comes back it may be a few years before that candidate pipeline is restored.  Another example of permanent change from aviation’s last cataclysmic event was the consolidation of the OEM supply chain after the Great Recession. Tier 1 and Tier 2 suppliers went on a buying spree, gobbling up smaller companies. While the post-COVID-19 business environment will undoubtedly be hazardous for these same suppliers, the consolidation of the past decade has put them in a better position to survive this upheaval. Can the same be said for the MRO community, which comprises many smaller, privately held and family-owned companies? I suspect not. While governments are scrambling to provide financial relief for small businesses hurt by the global economic shutdown, these efforts will likely fall short. The result might well be a further consolidated MRO community dominated by the OEMs plus a handful of fully integrated firms that provide support to both OEMs and airlines. COVID-19 is a painful reminder that aviation always will be a cyclical business. With each cycle, the industry renews itself, performing better than before. One should expect this cycle to be no different. The biggest question is: How long will this cycle last? —David Marcontell, Oliver Wyman partner and general manager of its Cavok division, has aftermarket experience with leading OEMs, airlines, MROs and financial services.

  • Speech Recognition and AI Help Take the Pressure off Aircrew

    14 octobre 2020

    Speech Recognition and AI Help Take the Pressure off Aircrew

    Air accidents have decreased in recent years, but when they do occur, the crew's workload is usually at its highest level. Therefore, augmenting crew performance during high workload periods is of great importance and can help maintain flight safety.   Aircrew workloads peak when faced with a combination of unpredictable situations: meteorological conditions; high-density traffic; system failures; and flight operations like take-off, climb, descent, approach and landing. The amount of information and number of actions that need to be processed by the crew may become unmanageable, affecting flight safety. The EU-funded VOICI project addressed this threat by developing an intelligent 'natural crew assistant' for the cockpit environment. The system comprises three main technologies, namely sound recording, speech recognition and artificial intelligence. This includes a cockpit-embedded speech-processing system that understands aviation terminology, as well as an array of low-noise optical microphones and optimised array processing for it. The VOICI system also features a new and more efficient speech synthesis, adapted to aviation terminology and noise levels. For further information see the IDTechEx report on Voice, Speech, Conversation-Based User Interfaces 2019-2029: Technologies, Players, Markets. Assessed under realistic conditions Project partners aimed to provide a proof-of-concept demonstrator capable of listening to all communications in the cockpit, both between crew members, and between crew and air traffic control. "The VOICI system should recognise and interpret speech content, interact with the crew, and fulfil crew requests to simplify crew tasks and reduce cognitive workload," outlines project coordinator, Tor Arne Reinen.   Researchers also developed a realistic audio evaluation environment for technology experiments. This facilitated the development of the crew assistant and enabled evaluation of its performance, including the speech capture and recognition technologies for use in a noisy cockpit, together with the intelligent dialogue system with automatic speech synthesis as its main output. The audio testing environment involved a 3D physical model of a Falcon 2000S cockpit, including loudspeaker reproduction of noise recordings from a real flight. "We have demonstrated that the crew assistant is feasible under the very high noise levels of an aviation cockpit," Reinen explains.   Multiple benefits Speech capture is achieved through both the pilot's headset and an ambient microphone array. Speech recognition using deep neural networks and the dialog system were developed explicitly for the cockpit environment and include aviation terminology and robustness to high levels of background noise. The systems function independently of cloud-based systems and employ dedicated language models for the cockpit scenario. According to Reinen, all the algorithms underlying the dialog system have been implemented and tested: from the Natural Language Understanding unit that understands natural requests to the Dialogue Core which handles the conversation flow. "Particular emphasis has been placed on the ability of the voice assistant to use contextual data," he notes. By reducing crew workload, VOICI will contribute to optimisation of operations, flight safety and crew awareness; better maintenance; reduced cost of operations; and generally higher efficiency and lower stress. "VOICI comprises both small and medium sized enterprises (SMEs) and research institutes, and cooperation within the consortium will contribute to innovation and job creation," Reinen points out. https://www.onartificialintelligence.com/articles/21880/speech-recognition-and-ai-help-take-the-pressure-off-aircrew?rsst2id=193

  • Better Control Over 3D Printing

    21 janvier 2020

    Better Control Over 3D Printing

    What's going on in that printing machine? For surgical repairs to a patient’s hip or skull, surgeons might use a titanium bone implant. However, metal objects such as these – with complex outer forms, or with intricate internal features such as ducts or channels – can be difficult to make using conventional processes. To create these useful devices, manufacturers are turning to 3D printing, a process that typically involves building a part layer by layer, sometimes over minutes or hours. 3D printing of metal objects is a booming industry, with the market for products and services worth more than an estimated $2.3 billion in 2015 – a nearly five-fold growth since 2010. It’s increasingly popular in the medical, aerospace, and automotive industries, where it can be used to make complex components such as fuel injector nozzles for engines. But the commercial technology is still relatively new, and maintaining quality control can be challenging and time-consuming. Two supposedly identical products made in the same way on the same machine don’t necessarily come out with the same dimensions. Tiny imperfections can appear in the layers, reducing the strength properties of the components. And residual stresses can build up as the layers cool, creating cracks between layers and warping the parts. The stress can be so high, in fact, that it can warp a 1-inch thick piece of steel by a millimeter. To give manufacturers more control over this process, NIST researchers have built a metal 3D printing testbed, a custom-made printer that they can use to produce tools that will allow users to monitor the process in real time. The researchers hope to answer some fundamental questions, such as: How hot does the melting metal get in each layer? How do you lower the stresses that cause cracking and warping? And what sensors would you need in order to provide better information about what’s happening inside the printing machine? Eventually, the researchers hope their system will be useful beyond 3D printing of metal objects, to look at solid materials that experience extreme heat, such as the wingtips of supersonic aircraft. https://www.nist.gov/pml/about-pml/pml-working-you/better-control-over-3d-printing

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