AeroMorning – John Smith – October 20, 2026
Paris, 20 October 2026 — Safran Electronics & Defense
has announced that its SkyNaute inertial navigation system will equip the
Airbus A220, marking the system’s entry into commercial aviation. The
announcement, published in an official press release on 20 October 2026,
highlights the growing importance of resilient navigation systems as civil
aircraft face increasing risks from satellite-navigation interference.
SkyNaute combines inertial navigation with Global Navigation
Satellite System (GNSS) data to maintain an accurate estimate of an aircraft’s
trajectory, including when satellite signals are unavailable, jammed or
spoofed. At the heart of the system is Safran’s patented Hemispherical
Resonator Gyroscope (HRG), a technology designed to deliver high precision,
compact dimensions and long-term reliability without mechanical components
subject to wear.
Source: Safran Electronics & Defense, “Safran SkyNaute
inertial navigation system will equip the Airbus A220”, 20 October 2026.
SkyNaute Enters Commercial Aviation with the A220
The announcement represents an important commercial
milestone for Safran. SkyNaute has already been selected for military aircraft,
helicopters and drones operated by several European armed forces. Its selection
for the A220 extends the application of this technology to commercial passenger
aircraft.
According to Safran, SkyNaute offers reduced weight, size
and power consumption, potentially simplifying installation and reducing the
mass carried onboard. The system is also designed to maintain reliable
navigation when GNSS signals are disrupted, a capability that has become
increasingly relevant to aviation safety.
How Does a Hemispherical Resonator Gyroscope Work?
Unlike a conventional mechanical gyroscope, an HRG does not
rely on a spinning rotor. Instead, it measures rotation by exploiting the
behaviour of a precisely controlled vibration inside a small hemispherical
shell, generally manufactured from high-purity fused silica.
The principle is related to the way a finely made crystal
glass can sustain a characteristic vibration when excited. In an HRG, however,
the resonator is engineered to maintain extremely stable vibration modes, while
electrodes excite and monitor its motion.
a. Creating a standing wave
Electrodes induce a controlled vibration in the
hemispherical resonator. The vibration forms a standing-wave pattern with
stationary nodes, where movement is minimal, and antinodes, where movement is
greatest.
The geometry and material properties of the resonator allow
this pattern to remain highly stable. The quality of the resonator is crucial
to the sensor’s precision.
b. Detecting rotation through the Coriolis effect
When the aircraft rotates, the resonator experiences the
effects of rotation on its vibrating structure. Through the Coriolis effect,
the standing-wave pattern responds to the rotation of the sensor relative to
inertial space.
The vibration pattern shifts in relation to the resonator
itself. This change can be detected and measured by the surrounding electrodes.
The key point is that the sensor does not need to measure
the rotation of a spinning mass. Instead, it measures the behaviour of a
vibration pattern within the resonator.
c. Converting vibration into an angular measurement
The electronics monitor the position and evolution of the
standing-wave pattern and convert these changes into measurements of angular
motion.
The inertial navigation system then integrates the
angular-rate measurements over time to estimate changes in aircraft
orientation, including heading, pitch and roll.
Combined with accelerometer measurements, these angular
measurements enable the system to calculate the aircraft’s evolving motion and
trajectory.
d. Maintaining navigation when GNSS is disrupted
An HRG does not independently determine an aircraft’s
geographical position. It measures rotation. The complete inertial navigation
system combines gyroscope measurements with accelerometer data to estimate
attitude, velocity and position.
GNSS data can correct the accumulated errors in the inertial
solution when satellite navigation is available. If GNSS signals are jammed,
unavailable or spoofed, the inertial system can continue estimating the
aircraft’s motion without relying on those signals.
However, inertial navigation errors generally accumulate
over time in the absence of external corrections. SkyNaute’s value lies in
combining inertial measurements with available navigation information while
maintaining a robust solution during satellite-signal disruptions.
e. SkyNaute: Weight, Volume and Power
According to Safran’s product specifications, SkyNaute
weighs 3 kg, has a volume of 3 litres and consumes 20 W of power.
Safran Expands Its HRG Industrial Capacity
The A220 selection comes as Safran invests in the industrial
production of its resonator technology.
In its 20 October 2026 announcement, Safran stated that its
HRG technology is developed and industrialised at its site in Montluçon,
central France.
The company also recalled an investment announced in June
2026 of €120 million to expand and modernise the site. The objective is to
triple annual HRG production capacity, from 10,000 to 30,000 units by 2032.
This investment indicates that Safran is preparing to
support wider demand for HRG-based systems across its civil and defence
markets, including drones. It should not, however, be interpreted as a
production forecast for SkyNaute alone: the stated capacity concerns HRGs,
which can be incorporated into different systems and applications.
Airbus A220 Production: Current Deliveries and Future
Targets
For Safran, the A220 programme offers an entry point into
commercial aviation for SkyNaute and a potential platform for broader adoption
of HRG-based systems. For Airbus, the selection comes as the A220 production
system continues to expand towards a target of 13 aircraft per month in 2028.
