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Satair Group is a subsidiary of Airbus which offers parts management, service and support for all types of aircraft. Satair expects to receive a Supplemental Type Certificate from the U.S. Federal Aviation Administration, the European Aviation Safety Agency, and Transport Canada Civil Aviation in early 2018. Other jurisdictions will follow.
The metaAIR film was invented and is manufactured by Metamaterial Technologies Inc. (MTI) of Halifax, Nova Scotia. The company previously worked with Airbus to evaluate, verify and test metaAIR for use in Airbus aircraft; initially for the A320 family. The Satair agreement will bring metaAIR to all commercial aircraft including Airbus and Boeing.
From a June 21 2017 MTI press release. For more details, click the link below for an interview with MTI’s George Palikaras, discussing the technology and this agreement.
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Canada: Airbus agrees to commercialize anti-laser windscreen material; eliminates need for laser protective eyewear
The film is not designed to fully block the laser light. It will significantly reduce the glare and temporary flash blindness effects that can occur when a laser is aimed at an aircraft cockpit. This in turn reduces the potential hazard of a laser illumination.
The announcement was made at a February 21 2017 press conference. In a press release kit photo, MTI’s founder and CEO, George Palikaras, demonstrated the laser-reflecting properties by holding up a windscreen that included MTI’s metaAIR film:
The press release did not indicate a time frame for introduction of the windscreens into service, nor details such as an estimated cost, or aircraft to be outfitted. An Airbus spokesperson did say that there are applications beyond the company’s commercial aircraft division. Palikaras said that metaAIR “can offer solutions in other industries including the military, transportation and glass manufacturers.”
For more detailed information on Airbus’ and MTI’s plans, see this page which includes interview Q&A questions with George Palikaras a few days after the February 21 press conference.
UPDATED April 14 2017: Metamaterials Technologies Inc. closed an $8.3 million round of funding. This will be used to support commercialization of the windscreen film and to add needed staff. MTI can produce metaAIR sheets 80 cm wide by 100 cm long, which is sufficient for standard cockpit windows that are 60 cm wide. However, the process is currently semi-automated and needs to be fully automated. MTI is also looking for new headquarters. From the Chronicle Herald.
UPDATED July 5 2017: MTI will be making its metaAIR anti-laser windscreen film available to non-Airbus aircraft, through aviation parts supplier Satair. An interview with George Palikaras goes into details.
Metamaterial Technologies Inc. issued a press release dated February 21 2017, which is reprinted below.
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More information at the LaserPointerSafety.com page on the 2015 Nanocomposite coating study
Lamda Guard’s “metaAir” film uses metamaterials, also called nano-composites, to reflect one or more laser colors without interfering with normal visibility. According to the company, the film can protect from beam angles up to +/- 50 degrees away from head-on. This has benefits when protecting cockpits against laser strikes, which can come from any angle.
It can be adhesively applied to glass or clear plastic; applications include eyewear, protective goggles and windscreens. Lamda Guard says that the Airbus tests on windscreens will mark the first time an optical metamaterial nano-composite has been applied on a large-scale surface.
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The metaAir film can be engineered either to absorb or reflect the desired wavelength(s). For aircraft application, the reflection approach is being used in order to block undesired light wavelengths from entering the cockpit. The reflection bandwidth is currently in the 15-20 nanometer range.
For the most common type of green laser pointer -- responsible for 93% of FAA reported incidents in 2013 -- with a wavelength of 532 nm, the film would block light from about 522 to 542 nm. Additional wavelength blocking can be added as well, such as the 445 nm blue used in powerful handheld lasers such as the Wicked Lasers S3 Arctic that has up to 2 watts (2000 milliwatts) output.
Two key advantages of blocking laser light at the windscreen are that pilots do not have to carry or use laser protective eyewear, and there is absolutely no interference with the visibility of aircraft instruments. In preliminary tests, the anti-laser film had a narrow enough bandwidth that it did not interfere with airport lights seen outside a cockpit.
Because of ultraviolet degradation to the adhesive layer that adheres the optical metamaterial to the windscreen, the film would need to be replaced after about 5,000 flight hours. This translates into overnight replacement roughly once every three years. The optical metamaterial itself would not have a flight hour restriction.
In addition to piloted commercial aircraft windscreens, Airbus will also be investigating related applications such as piloted military windscreens, UAV camera protection, and sensor protection for satellites and airborne platforms.