In addition to the development of our own products, f.u.n.k.e. AVIONICS offers competent engineering services around customer specific avionics solutions for aircraft navigation, guidance and control.
Our services are covering the range from turn-key solutions to on-site support by seconded members of our team. They include software development and verification in accordance with aviation standards (RTCA DO-178C) and equipment qualification in accordance with RTCA DO-160G.
Our customers benefit from our competence in technology and product development as an EASA approved development (ADOA), manufacturing (JAR Part 21) and maintenance (JAR Part 145) organisation. Our staff is used to working in an international framework like EU or ESA projects. Some of our employees are authorised to handle classified information.
Customer specific solutions are frequently realized on the basis of our product portfolio (VHF radios, Mode S transponders, display systems). Our long-lasting co-operation with customers and partners has led to our competence in the latest European CNS/ATM concepts and their implementation in avionics systems. We can draw on experience from the development and customization of various cockpit display systems. Typical applications for which we can offer ready-to-use solutions are moving map displays, traffic displays based on ADS-B and FLARM and terrain displays. We also support the implementation of customer specific solutions through API libraries.
Our key competence areas:
It is a legal requirement in Germany to equip wind farms with a needs-based night marking until 01.07.2021. This can be realised through a system that uses transponder signals from surrounding aircraft.
In co-operation with f.u.n.k.e. AVIONICS Deutsche Windtechnik has developed a global and independent system for this purpose.
The transponder receiver unit x-BNK, developed by f.u.n.k.e. AVIONICS, represents the core component of the overall system. This device receives signals from approaching air vehicles, performs a respective verification and activates the danger fire if needed.
The system is sold exclusively via our partner Deutsche Windtechnik.
Under contract with an aircraft manufacturer f.u.n.k.e. AVIONICS currently develops a Data Logging Unit (DLU) for use onboard the VoloCity.
f.u.n.k.e. AVIONICS has been tasked with the development and qualification of the DLU. The DLU is the electronic component of the VC2-1 Avionics system that gather multiple data stream from VC2-1 and store up to 30 flight hours on memory. It will have to manage the recording of all stream in internal memories and a fast upload of the stored data on a ground device. The currently foreseen data bandwidth lies in the 3.9MBps overall with a main contribution from the 18 motor controllers.
A respective B-Model shall be available in summer 2021.
Mode S Beacon
Under contract with the French company ATERMES our Mode S Transponder TRT800H was extended for use as Mode S Beacon as follows:
- The transponder is located in a remote beacon used for Long Loop testing of the Mode S station.
- The beacon operates like an ICAO Mode S level 2 aircraft transponder, with additional capabilities, such as programmable attenuation and range, and specific Mode S protocols.
- The beacon is designed to be integrated into the Mode S radar system intended for 24 hour round-the-clock, continuous duty service.
Between 2016 and 2019 around 250 Transponders were already delivered for this application.
VHF Test CAMPAIGN
EUROCONTROL has been appointed Network Manager for a coordinated introduction of air-ground voice communication based on 8.33 kHz channel spacing
This requires an in-depth knowledge of existing radio equipment both for ground station and on-board units.
Under contract with EUROCONTROL f.u.n.k.e. AVIONICS has tested 5 radio types (2 ground stations) in 2018 and 2019 according to pre-defined criteria. The results were analysed, documented and finally communicated to EUROCONTROL.
The Ground Based Augmentation System (GBAS) is a dedicated augmentation system for the use of GPS in the approach and landing phase of aircraft. A ground station at the airport is monitoring GPS, calculating corrections and integrity information. This information is relayed to the aircraft via a data link in the aeronautical VHF band. The on-board system which receives and processes the data to guide the aircraft in this phase has been the topic of R&D projects in which f.u.n.k.e. AVIONICS has been involved since 2007. The on-board components were evaluated in flight tests at the airports of Braunschweig, Bremen and Toulouse.
In the frame of the R&D project LILOS (co-funded by the Federal Ministry for Economic Affairs and Energy) a GBAS Processing Unit was further developed and flight tested onboard a Cessna C172 of Braunschweig Technical University. This GPU-4000 has been designed in accordance with RTCA DO-253C and DO-246B and now builds a basis for further GBAS related onboard applications.
We were contracted by UK NATS to develop a prototype of a Low-Power ADS-B Transceiver (LPAT). It is based on our traffic monitor TM250 and our Mode S transponder TRT800H. LPAT shall be suited for temporary installation in ultralight aircraft and other flying sport equipment. It receives traffic information via ADS-B, FLARM and Mode S and displays it to the pilot on its integrated display. ADS-B messages are sent out with reduced power (30W) on 1090 MHz. Evaluation was performed in a technology project co-funded by the SESAR Joint Undertaking (SJU) in 2016.
Under the name Planesight the device was further developed towards a serial product and was authorised for operational use in the British Airspace by UK-CAA according to CAP-1391 guidelines. Additional validation trials followed in 2019 in the UK in the frame of the Horizon 2020 Technology Program GAINS.
ADS-B RepeateR STATION
Under contract from Airservices Australia, our TRT800H Mode S transponder was modified to become an ADS-B repeater station, which receives and broadcasts ADS-B messages on 1090MHz. This helps to improve the coverage of existing ADS-B ground stations at lower flight levels when no direct line-of-sight contact between the station and an aircraft is possible due to terrain masking.