AIN Paris Airshow News 06 18 13

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Tuesday 6.18.13

Airshow News

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French Defense Minister Jean-Yves Le Drian, second from right, points out a detail for French Prime Minister Jean-Marc Ayrault, second from left. They were watching the Patrouille de France’s Alphajets flying close behind the newest addition to the French air force fleet, the A400 Atlas heavy lifter. Seated with the Prime Minister are French National Assembly Speaker Claude Bartolone, left, and Dassault Group patriarch Serge Dassault, right.

Big Two have a good first day; Trio of European companies orders pour in at Le Bourget shake on a Male UAV pact Despite the torrential rain at Le Bourget yesterday, Airbus and Boeing both notched up some key commitments. While the latter edged closer to being able to launch the 787-10X, with interest from Gecas, its rival across the Atlantic also courted the world’s leading lessors, with ILFC ordering even more A320neos; and Doric placing an order for A380s (see page 69).

Boeing announced that leasing company GE Capital Aviation Services (Gecas) had made a commitment to order 10 Boeing 787-10Xs equipped with GEnx engines. Tokyo-based Skymark Airlines became the first Japanese airline to order the 737 Max, with a total of four. It is likely the carrier will look at replacing its fleet of 737-800s with the Max in future.

Continued on page 69 u

by Chris Pocock The latest attempt to launch a European Male (Medium Altitude Long Endurance) UAV development was highlighted here yesterday when the chief executive officers of Alenia, Dassault and EADS Cassidian shook hands. The three companies said they “have a common view” on a joint program to meet “the

security needs of our European governments and armed forces.”

This initiative follows shortly after France decided to buy two General Atomics Reaper UAS from the U.S. The UK and Italy already operate Reapers and the Dutch and German governments

Engines

Air Traffic Management

Manufacturers

Helicopters

GE Plans T-prop Expansion

Euro ATC Facing Challenges

Sukhoi SSJ100 Delivers

Enstrom Accelerating Sales

GE Aviation is expecting a dramatic rise in turboprop engine production, centered on the company’s facility in Kbely in the Czech Republic, and plans to compete with the Pratt & Whitney Canada PT6 family that dominates the marketplace. Page 20

The French air traffic controller strike just before the opening of this year’s Paris Air Show underscored the challenges, but also the benefits, of modernizing Europe’s complex air traffic management system. Page 28

Today a Sukhoi SSJ100 will be delivered to the first western operator of the jet during a ceremony at the Paris Air Show static park. The SSJ100, marketed by SuperJet International, based in Venice, Italy, is being delivered to Mexican airline Interjet. Page 34

Under new ownership by Chongqing (China) Helicopter Investment Corporation, Enstrom Helicopter is adding new employees, expanding its facilities and logging several new helicopter sales. Page 36

Continued on page 69 u

Unmanned Systems Oklahoma Aiming High The state of Oklahoma believes it is well positioned to serve the burgeoning unmanned aircraft systems market, with significant credentials in research and development, testing and higher learning on UAV topics. Page 44

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Airshow News

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Speed machine

James Holahan, Founding Editor Wilson S. Leach, Managing Director R. RANDALL PADFIELD, CHIEF OPERATING OFFICER

Here’s a look at Eurocopter’s X3, a solution for the “retreating blade stall” problem that limits helicopters’ forward speed. With turboprop engines providing forward thrust, the hybrid helicopter has reached a record speed of 255 knots.

Editor-in-chief – Charles Alcock editor - INTERNATIONAL show editions – Ian Sheppard PRess room managing editor – Matt Thurber PRODUCTION DIRECTOR – Mary E. Mahoney Production editor – Lysbeth McAleer the editorial team Reuben Johnson Gregory Polek Roger Boudreau Chris Pocock Bill Carey Vladimir Karnozov Neelam Mathews Peter Shaw-Smith William Dennis Aimee Turner David Donald Nigel Moll Julian Moxon Paolo Valpolini Thierry Dubois Ian Goold R. Randall Padfield Mark Phelps Kirby J. Harrison the production team Mona L. Brown John Manfredo Alena Korenkov Colleen Redmond

DAVID McINTOSH

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Bell announces new single

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by R. Randall Padfield 1,500 pounds and a ceiling of 11,000 feet, said Garrison.

The new Bell SLS will feature a glass cockpit (provider not yet decided), dual channel Fadec on the engine, rear clamshell doors, high-inertia main rotor and capability for wire-strike kit installation.

“The SLS class is both extremely competitive and price sensitive,” Garrison said, “so we collaborated with customers to incorporate their mission needs in a high-performance, high-value helicopter at a very competitive price.” Asked to be more specific, he said the price would be in the same range as the Robinson R66 and Eurocopter EC120. o

E2 orderbook fills up fast

by Gregory Polek Embraer launched the new E2 version of its E-Jets here yesterday with firm orders, purchase rights, options and letters of intent totaling 350 airplanes from seven customers.

U.S. regional airline SkyWest serves as the launch customer for the E175-E2 with a firm order for 100 and purchase rights for another 100.

International Lease Finance Corporation (ILFC) signed an LOI covering firm orders for 25 E190-E2s and 25 E195-E2s, along with options on another 25 of each of the same models.

Finally, Embraer announced letters of intent from five unidentified customers from Europe, South America, Africa and Asia covering orders for 65 more airplanes.

Speaking here yesterday, Embraer CEO Frederico Curado revealed that the company has committed $1.7 billion in company cash flow and funding from financial markets to the program. “There has been some debate over the past few years about what we were doing and what we were not doing,” said Curado. “But our

director of finance & new product development – David M. Leach Human ResourceS Manager – Jane Webb accounting/Administration manager – Irene L. Flannagan accounting/AdministratiON Staff Mary Avella; Rosa Ramirez

Yesterday afternoon, Bell Helicopter president and CEO John Garrison, left, and Turbomeca chairman and CEO Olivier Andres unveiled a model of Bell’s new Arrius 2R-powered single-engine helicopter here at the Paris Air Show.

main business is commercial aircraft; that’s what we’re made of. It’s in our DNA.” Scheduled for entry into service in the first half of 2018, the 97- to 114-passenger E190-E2 will serve as the baseline model and retain its current seating capacity. However, the second model scheduled for EIS–the E195-E2–will carry three more rows of four-abreast passenger seats than the current E195 holds, giving it a maximum high-density capacity of 144 passengers once it enters service in 2019. Finally, the smallest of the three models, the E175-E2, will enter service in 2020 and carry one more row of seats, raising its capacity range to 80 to 90 seats. Embraer has opted

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John Garrison, president and CEO of Bell Helicopter, announced yesterday morning at the Paris Air Show that it is developing a new “short, light single” (SLS) helicopter that will be powered by a Turbomeca Arrius 2R turboshaft engine. The new, “clean sheet” aircraft, which Garrison said is expected to fly next year, will be the first Bell helicopter to be powered by a Turbomeca engine. Certification of the new helicopter will take place “as quickly as possible” after the first flight.

Performance goals for the SLS helicopter include a speed of 125 knots, a range from 360 to 420 nm, a useful load of

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to exclude the 70-seat E170 from the project.

Curado said the extra capacity in the E175 and E195 will come from a fuselage stretch rather than simply a reconfiguration of the interiors.

The E190 will keep the same airframe. While all three types will get new wings, the E190-E2 and E195-E2 will share one design while the E175-E2 gets its own. Fuel burn improvements over the current models include a 16-percent advantage for the E175-E2 and the E190-E2, while the E195-E2 shows a 23-percent gain. In fact, Embraer claims the E195 will deliver better seat mile costs than the substantially larger Airbus A320neo. o

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dreams come in twos

MARK WAGNER

Boeing 787 Dreamliner customers Qatar Airways, foreground, and Air India, with the orange and red tail, have their airplanes here at the Paris Air Show. The Air India example will be delivered in the coming weeks. In more Dreamliner news, leasing firm GECAS announced here in Paris that it will sign for 10 of Boeing 787-10X models.

by Bill Carey Russian aviation will make a splash at this year’s Paris Air Show with the fourth-generation-plus Su-35 multirole fighter flying unrivaled by anything comparable from the U.S. military. In fact, there will be no U.S. government-owned military aircraft either flying or on static display because of the automatic “sequestration” budget cuts roiling the Pentagon (see related story on page 76). This is the first time since 2001 that a Russian fighter will take part in the Paris flying display and the first time that a U.S. fighter is absent from the event since 1991.

The budget-cutting process took effect on March 1 after political parties in the U.S. Congress failed to agree on measures to reduce the national debt. Some $85 billion in spending authority must be reduced across all government agencies by the end of the fiscal year on September 30, divided roughly between civil agencies and the Department of Defense (DOD).

If the parties fail to change or reverse the process, sequestration will require similar annual cuts through 2021.

When sequestration became law, the DOD canceled the participation of military aircraft at air shows, flyovers and public events across the U.S., and now internationally.

“The impact of sequestration has placed enormous pressure on U.S. Air Force operations, and we have implemented a number

of measures to assure we can meet our commitments to ongoing operations around the world while preserving readiness to support other contingencies,” Air Force spokesman Lt. Col John Dorrian said in a statement sent to AIN. “As a result of sequestration, approximately one-third of our active duty combat-coded fighter squadrons have stopped flying, we have reduced weapons system sustainment for more than 30 types of aircraft and we’ve notified more than 170,000 Air Force civilian employees that they will be subject to furlough for up to 11 days. In addition, the Air Force has cut back participation in hundreds of public events, including the Paris Air Show.”

Americans Not Absent

The French aerospace industries association GIFAS, which organizes the Paris Air Show, confirmed that the DOD will not provide aircraft for either the aerial demonstrations or for static display. But GIFAS noted there will be “huge participation by American industry,” exceeding that of the 2011 airshow. The U.S. Pavilion in Hall 3 lists 193 participating exhibitors, and the U.S. Aerospace Industries Association (AIA) has a chalet (Static I, 502).

“It was very unfortunate that DOD was unable to send aircraft to the Paris Air Show as a result of sequestration budget cuts,” AIA president and CEO Marion Blakey told AIN. “As the oldest and largest airshow in

6 Paris Airshow News • June 18, 2013 • www.ainonline.com

existence, Paris is an important opportunity for industry to work with our government partners to showcase the best aerospace and defense products in the world.

“However, industry is doing its best to bridge the gap by bringing a number of unmanned aircraft systems to display. But that effort has been greatly complicated by the late timing of DOD’s announcement, licensing restrictions and the reduced footprint of our U.S. government partners. We sincerely hope that sequestration is overturned and DOD is able to take advantage of this unique opportunity in the future.”

Senior Boeing executives said here in Paris yesterday that they were disappointed that the DOD had not provided aircraft for the show. But they said that government and armed forces officials were still fully supporting the company’s export drives.

“In fact, their FMS involvement with us is at an all-time high,” said Chris Raymond, v-p business development and strategy for Boeing Defense, Space & Security (BDS). Jeff Kohler, vice-president international business development, said: “It doesn’t affect our ability to sell– our diaries for the week ahead are pretty full.” But, he added: “I hope the policy changes in time for the Dubai and Singapore shows, where we need aircraft present more than we do here.”

Last week, the DOD released a report to Congress with details on how $37 billion in required reductions affects 2013 line-item appropriations. According to an AIA analysis of the report, the Pentagon’s procurement account is reduced by $9.5 billion (9.6 percent) and R&D by $6 billion (8.6 percent). o

Florida-based firms see promise in Paris

by Chad Trautvetter Florida Governor Rick Scott development in the state.

In addition to the business is leading a delegation of nearly 80 Florida-based aviation, aero- development meetings, Enterspace and defense companies, prise Florida is hosting the Floreducational institutions and ida Pavilion showcasing 16 small economic development agen- and midsize companies and orcies this week at the Paris Air ganizations looking to market Show. “Florida is home to one their products to an internationof the [U.S.’s] largest aerospace al audience. This includes Aeroand aviation industries and has space Precision; Associated Airlong been the world’s premier craft Manufacturing and Sales; gateway to space,” he said. “The Avionica; BRPH Architects– Paris Air Show presents a unique opportunity for business and community leaders from our state to meet with the most influential aviation and aerospace companies in the world to expand opportunities in the Sunshine State.”

According to Enterprise Florida (Hall 3, Cutting the ribbon at the Florida Pavilion in Hall 3 AB132, A132, A145), yesterday morning were (l-r) Miami mayor Carlos the state is home to Gimenez, Florida Governor Rick Scott and U.S. Senator more than 2,000 aero- Nancy Detert. Looking on was Embraer North America president Gary Spulak (far right). Embraer North space and aviation America, which is headquartered in Fort Lauderdale, companies employ- helped sponsor the Florida Pavilion. ing some 87,000 workers. During the show, Governor Engineers; Commercial Jet; Scott and Florida secretary of CTS Engines; Embry-Riddle commerce Gray Swoope will Aeronautical University; Future meet face-to-face with approx- Metals; Infinity Air; JAXUSA imately 40 aerospace compa- Partnership; JBT AeroTec; Loos nies. These meetings will be & Company; Pinellas County; used to promote job growth Relli Technology; The Beacon and business development in Council; and Turbopower. o Florida’s aviation and aerospace industries. Swoope is also president and CEO of Enterprise Florida, an organization tasked with promoting economic

CHAD TRAUTVETTER

U.S. budget cuts benefit foreign military flyers

ATM reform could arise from developing regions John Hickey, FAA deputy associate administrator for aviation safety, warned: “There is not a uniformity of safety levels. If we’re not careful as we move forward with ATM we could further aggravate the differences in safety.” He worries about “divergence rather than harmonization; it was an easier world in the 1990s when we dealt with the harmonization of design standards.”

With ATM modernization, Hickey observed, “Return on investment is a huge discussion going on in the U.S. right now.

At the NextGen advisory committee operators said they will not invest in equipment unless they get return on investment.”

He also noted that the only aspect of the future ATM system that had been mandated so far was data links in Europe.

The U.S. meanwhile has a timetable to implement ADS-B out by 2020, its only mandate, with Europe coming on board with ADS-B earlier. “We’re just deciding what to do with ADS-B in, too,” he added, noting the implications if pilots are expected to

IAN SHEPPARD

Will the aviation world ever be truly seamless? This was the question being asked at last week’s annual EASA/FAA conference, held here in Paris. The goal seems as far away as ever with the U.S. and Europe struggling to fund ambitious new ATM systems. However, it was not missed on panelists that it is the developing world that might lead the way, as they have no legacy systems or personnel issues to deal with.

Patrick Ky, who is executive director of the Sesar Joint Undertaking and will become EASA’s executive director on September 1, chaired a panel discussion titled “Towards a Global & Integrated Aviation System.”

John Hamilton, Boeing v-p and former 737 chief project engineer, said, “I think harmonization is happening, although it’s a bit stop-go on some things.”

He referred to the ICAO Block Upgrade plan: “For the first time now all countries could move forward and participate in modernizing the ATM system, allowing more flexible and

Last week’s EASA/FAA conference included a panel discussion on worldwide integration of air traffic management procedures with next-generation air traffic technology.

efficient routes.” He pointed out that the first RNP procedures were implemented around eight years ago in Alaska and now they are widespread in the U.S. and growing in number throughout the world.

“The business case [for modernizing ATC] is very difficult to sell,” said Anne Jany, Airbus head of the airworthiness technical directorate. “[Also] we need to look at the regulatory framework. We need to understand the hard law and the soft law and how they work together.

We need to think end-to end, as the aircraft can’t do it by itself.”

self-separate from other aircraft.

“But my biggest concern is datacom, with different timetables and requirements; the Europeans are going to implement standards first and then we’re going to go above the Europeans, which could be untenable for operators.”

Bullish as ever about the advantages of Sesar/NextGen technologies, Patrick Ky said, “We’re still using 1950s technology with VHF comms. The ATN [Aeronautical Telecommunications Network] ICAO standard was adopted in the 1990s and is only just being implemented in

DAVID McINTOSH

by Ian Sheppard

a thunderous start for the paris salon Opening morning of the 2013 Paris Air Show featured a line of violent thunderstorms cascading heavy rain onto the Le Bourget show site. By afternoon, the skies had cleared and steamy sunshine dried the grounds. From all appearances, the halls and static displays are teeming with visitors from around the globe.

Europe this year, so it takes 20 to 30 years to adopt an ICAO standard.” He continued by asking, “Are we moving too fast?” This was prompted by Boeing v-p Hamilton’s comment that, “We almost feel that we are ahead [with technology in aircraft] and should slow down a bit” to let the ground infrastructure catch up.

“I can’t tell you the number of operator CEOs who have said [to Boeing] that they send aircraft to the desert having not used some one or two million dollars [worth of] equipment.”

A discussion ensued about “Best-equipped, best-served,” which has been touted by some as a possible effective way to give operators payback for their investment in equipment. “We’re contemplating the controversial policy of best-equipped, bestserved,” said the FAA’s Hickey.

“We have a [general] policy that policy has to be cost-beneficial [for end-users].”

Sesar’s Ky asked whether safety improvement could be used as a reason to mandate airspace advances. Hickey pointed out, “The flip-side of safety is with more precise flight paths we’re going to [have] more and more aircraft closer together, which could result in a less safe environment. So we have to look out for unintended consequences.” He also said that trying to introduce technology to improve ATC at the moment is proving difficult, with fiscal constraints in

the U.S. (sequestration) and strikes in Europe. “We sometimes fall into the ‘comfort zone’ of dealing with just the major airlines,” he added, “but in fact many [business aviation aircraft] actually have better equipment.” So it is struggling airlines that may find it hardest to afford new equipment.

The panel also discussed pilot training and quality. Hickey noted that, “There is growing concern about the potential that the complexity of the airplane has surpassed the capability of the pilot,” and that pilot quality is not as it once was when most were ex-military and when it was a more attractive profession. “So the pilot is now seen as right on the border of minimum

standards,” he warned. “There are now incidents where you can’t believe that pilots could behave that way, and if you bring more ATC advances and take the pilot away from doing any kind of work, how do you maintain [their skill set]?”

Jany said that Airbus was spending a lot of time researching human factors and the risk of low situational awareness.

Hickey summarized what needs to be done: “First, we have to be harmonized, but there is great consternation in mind as to how we get there.

Second, we need to take a building-block approach; we can’t do it all at once. Third, we need to train the pilots and controllers.” o

AT THE STANDS Elmo Motion Control specializes in advanced motion control technology and is presenting a selection of its capabilities at the Paris Air Show (Hall 3 Stand A8). The company, which is based in Israel with offices in the U.S., Europe and China, is highlighting its “Power Burst” servo drives that can be used for many aerospace and defense applications, particularly those that operate in extreme environmental conditions. Since Elmo was established in 1988 it has delivered millions of drives.

The product range includes the Eagle High Current MIL servo drive, which operates at up to 300 amps continuous current, and the Gold Hawk drive. This has rating options of 75 amps/60 volts, 50 amps/100 volts and 20 amps/200 volts. These are ideal for applications such as missile winglets, UAV controls and a variety of turret and gimbal drive uses.

Elmo offers a comprehensive mil-spec servo control solution for numerous integrated axes. These ultra-compact, high-power and highly efficient systems employ four 4,400-watt servo drives with DC outputs of 40 amps/110 volts each, and deliver a qualitative output power of 16,000 watts and 25,000 watts of peak power regeneration. The company also offers a multi-axis motion controller that can control up to 100 servo axes, and which is EtherCat- or CANopen-compatible. v

www.ainonline.com • June 18, 2013 • Paris Airshow News 7

news clips Pilatus has selected Tactair Fluid Controls (Hall 3A 117A) to supply brake master cylinders for the Pilatus PC-24 twinjet.

Tactair has also been selected by Mecaer Aviation Group for the brake master cylinder control system, which includes master cylinders, parking brake valve and reservoir for integration into the Bell 525 Relentless helicopter retractable landing gear.

Tactair has also delivered flight test hardware to support the Embraer Legacy 500 and 450 landing gear. On these jets, Tactair provides main and nose landing gear uplocks and downlock release actuators to landing gear supplier Heroux Devtek.

With a solid performance in combat over North/West Africa, the Dassault Rafale is better positioned to compete for sales. A long-gestating deal with India shows promise, and the French manufacturer is also eyeing Canada as a potential customer for the Rafale program.

z Austria Metall Expands with New Airbus Pact On January 1 Austria Metall (Hall 4 A38) concluded a multiyear contract with EADS to supply aluminum plate and sheet for the manufacture of structural components and skin for Airbus aircraft. Worth up to €100 million, the multiyear contract highlights Austria Metall’s continued growth, which is being underpinned by a €220 million investment in the Ranshofen, Austria factory that is turning it into one of the most technologically advanced facilities in Europe.

New capabilities being added to the company’s portfolio include the ability to produce thicker and larger highstrength products. According to market researchers CRU, Increases in aircraft orders signal an consumption of flat-rolled increase in demand for aluminum, aluminum products by the which is good news for Austria Metall. aviation industry in Europe and the U.S. will rise from 390,000 to 536,000 tons by 2017.

Austria Metall’s investment is aimed at positioning the company to take advantage of that increased demand.

z Iacobucci Makes Lighter Work for Cabin Crews Italy’s Iacobucci HF Electronics (Hall 1, Stand F298) has on display its iconic products, an espresso machine and the food and beverage cart. The espresso machine features a heat exchanger that ensures instant and continuous operation without any waiting time for re-heating the water after each use, according to the company.

The Iacobucci HF New Superlight full size cart line, which it says is the lightest on the market, has a modular structure design, improved wheels and increased thermo-insulation properties. The new cart weighs 14.85 kilograms and is made of aluminum and composites. Also on show at the Iacobucci stand is the only induction oven for aircraft on the market and the company’s trash compactor series, which has two tons of compacting force to help reduce waste volume during flight.

z Aerojet Completes Rocketdyne Purchase Aerojet parent company GenCorp has completed its purchase of Pratt & Whitney Rocketdyne in a deal worth $550 million that ends a decade of consolidation within the U.S. rocket propulsion industry.

The addition of Rocketdyne to Aerojet’s portfolio almost doubles the size of the company and, said GenCorp president and CEO Scott Seymour as the deal was signed at the Paris Air Show show on Monday, “provides additional growth opportunities as we build upon the complementary capabilities of each legacy company.”

The deal, which was concluded after U.S. Federal Trade Commission (FTC) approval, includes the acquisition by Aerojet of United Technologies’s 50-percent interest in the RD Amross joint venture with Russia’s NPO Energomash, following the receipt of Russian regulatory approval.

The new company, to be called Aerojet Rocketdyne, will be headquartered in Sacramento, California.

8 Paris Airshow News • June 18, 2013 • www.ainonline.com

Rafale’s combat record boosts sales prospects

by Chris Pocock At an eve-of-show press conference, Eric Trappier, Dassault Aviation president and director-general, predicted that the $10 billion-plus contract to sell 126 Rafale combat jets to India would be completed by the end of the year. And he confirmed that the option for a further 63 aircraft was under active discussion.

Dassault (Chalet B183) has identified Canada as another significant prospect, following that country’s decision to review its commitment to the F-35. “We are answering their questions. They saw the Rafale in operation first-hand over Afghanistan and Libya, as part of the NATO coalition,” Trappier said. “The F-35 has its problems, including price. The Canadians also have questions about its schedule and cost of operation.” But Trappier is not particularly interested in Denmark, another F-35 partner that is having second thoughts. “There seems to be a ‘Buy American Act’ in force in Europe,” he remarked, noting that The Netherlands had flirted with alternatives, before confirming the F-35 after all.

Dassault is careful with its marketing budget, so it is somewhat surprising to see the company expend a serious effort in Malaysia. Two French air force Rafales made the long journey to the LIMA show in Langkawi last March. Indonesia has talked of replacing its 24 MiG29Ns but has not issued a formal requirement. It already operates two other combat jets, the Boeing F-18C/D and the

Sukhoi Su-30MK. Yet Trappier even talked of setting up a production line there, if the Malaysians so wish and are willing to pay. “Tech transfer is a big advantage for us. We’ve linked with a couple of Malaysian companies,” he noted.

What of Brazil’s long-running F-X competition? “It’s asleep, by the President’s decision,” was Trappier’s verdict.

That’s not necessarily bad news for the French airframer, since production of the Rafale is assured for some years to come, at the current low rate of 11 per annum. “In Brazil, we have an advantage in waiting,” Trappier added.

Solid Base

The French have ordered a total of 180 Rafales, against a formal requirement of 294. Of these, 118 have been delivered.

But that total is in the process of being cut. The recent French defense white paper specified a future total of 225 combat aircraft including, for the time being at least, some upgraded Mirage 2000Ds. According to Trappier, Rafales will eventually replace those aircraft, to achieve an all-Rafale fleet. Visitors to the Paris Air Show can see both air force and navy examples of the Rafale in the static display, suitably armed, plus view the jet during the daily flying display.

Because Dassault is withholding all details on its super midsize (SMS) business jet until the NBAA show in October, the company’s other big deal at the Paris Air Show is the debut of the Neuron unmanned comat

DAVID McINTOSH

z Tactair Wins Pilatus Jet Brake Contract

air vehicle (UCAV). This is a pan-European project, with Dassault acting as prime contractor. Trappier said that the Neuron had proved the French ability to work with partners, which will be the future for this class of warplane. For the past 10 months, Dassault has been studying a follow-on UCAV with BAE Systems in the UK. The Future Combat Air System (FCAS) study is due to be completed by the end of the year.

If the British and French governments agree, the next stage would be project definition and demonstration, Trappier said.

As for the long struggle to launch a European medium altitude long endurance UAV, Trappier revealed that Dassault has talked recently to both EADS and Finmeccanica. This follows the failure of the French government to conclude a second agreement with the British last year, to cover this class of unmanned system. Dassault was set to embrace BAE’s Mantis project, rebranded as the Telemos.

Dassault is displaying three Falcon business jets here, the 7X, 900LX and 2000S. Sales of the Falcon series have been slow recently, Trappier admitted, but there are signs of an upturn in the U.S. market at least.

Dassault is also marketing the maritime reconnaissance version of the Falcon 2000 here at Paris, both to the French Navy and for export.

But don’t be misled by Dassault’s display of supersonic travel concepts during the briefing. It is not about to revive the SSBJ project. “We don’t have a business plan,” Trappier explained “It would need an allnew engine…the governments would probably not allow it anyway, on environmental grounds.

But our engineers have lots of ideas, and we like to keep our options open.” o

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Big -8 production down, but she’s in for long haul

A 747-8F destined for Saudi Arabian Airlines undergoes preparation for delivery in Everett, Washington.

by Gregory Polek The oft-critiqued Boeing 747-8 Intercontinental (747-8I) program appears finally to have found its stride following a series of development delays and struggles with performance shortcomings. Needing to adjust to soft demand in the verylarge widebody market, however, Boeing (Chalets A324 and B321) recently cut 747-8 production rates from two to 1.75 per month and its 20-year projection for the large widebody market segment by 4 percent, leading to inevitable questions about the long-term viability of the latest iteration of the Queen of the Skies.

Nevertheless, during a recent Pre-Paris Air Show media gathering at Boeing’s facilities in Everett, Washington, Boeing Commercial Airplanes 747 program v-p and general manager Eric Lindblad insisted that proper demand management and further performance improvements will ensure the model will remain in production for decades.

“We [cut the production rate] because we really feel that we can maintain the skyline at 1.75 for a significant period of time,” said Lindblad. “We have to make

sure that the airplane meets what the requirements are from the customer standpoint, so we will continue to identify things that improve the overall aircraft performance at the same time we have to be able to deliver this airplane at a price that our c­ ustomers

Eric Lindblad, 747 program v-p and general manager, Boeing Commercial Airplanes.

want to pay for it, which means we have to be able to build it at a cost that we can stand.”

Formerly Boeing’s vice president of 737 manufacturing operations, Lindblad talked of fully applying to the 747 the same so-called lean processes that have driven the narrowbody’s production efficiency now that certain “distractions” have passed. For example, in mid-May the team finished

incorporating changes on the last airplane to have rolled off the line unfinished and by the end of the month it completed refurbishment on the last of six flight-test airplanes at Boeing’s Global Services & Support facility in San Antonio, Texas.

That means personnel diverted from the assembly line can now return to their duties on what Lindblad called basic build.

Meanwhile, Boeing has begun testing improvements to the flight management computer and GEnx-2B engines.

Meant to provide more memory and faster processing, FMC block point 3.0 promises ATC efficiency features such as quiet climb, optimal wind trade step and required navigation performance (RNP). In

NAS saves with Teledyne data loader Norwegian Air Shuttle officials say that the airline’s adoption of the Teledyne Controls enhanced airborne data loader (eADL) for updating the navigation databases of its 42 Boeing 737s is saving it approximately $11,700 per month.

Aleksander Geist, senior avionics engineer at Norwegian Air Shuttle, said, “The installation of eADL has resulted in immediate and demonstrable improvements, and a real competitive advantage. Nav databases have to be changed every 28 days, and the process typically uses a set of six floppy disks that have to be loaded manually, each one in turn. If one of those disks fails to load, you have to start the process all over again. With eADL the speed of loading is the same but the process is automatic, which means the engineer can spend that time doing better things.

“With eADL we have significantly reduced our dependence on floppy disks and all of the hassle that goes with it, and considerably improved the control and management of essential software.”

Teledyne notes that the distribution process can be further automated with its wireless GroundLink data loading system, which allows software to be transmitted directly from the LoadStar ground server to the eADL internal mass memory.

That internal mass memory is another benefit of eADL, according to Teledyne, because it can store on board the aircraft all required software parts, including

applications and databases. “This not only alleviates searching for software discs during line operations, but also allows the entire contents of the aircraft’s software binder, or data vault, to be carried and stored electronically on every aircraft, facilitating LRU replacements and reloading at any location worldwide,” the company said.

The eADL is a plug-and-play drop-in replacement for existing Arinc 615-3 onboard data loaders and for the Airbus MDDU. It does not require modification to the existing aircraft provisions, and has both EASA and FAA approval for standalone and WGL-Dataloading installations.

Teledyne Controls also announced that its Wireless GroundLink Comm+ cellular communication system is now certified for retrofit to the Boeing 737, 747, 757, 767, 777 and MD-80 series and the Airbus A320 series, A330 and A340. The system is an enhanced version of Teledyne’s WQAR, which has been in service for more than a decade, and it wirelessly connects an aircraft’s equipment with operators’ back-office systems.

The technology, featuring multiple channels of cellular high-speed data, requires no infrastructure investment and delivers efficiency improvements for “numerous applications that can benefit from aircraft data connectivity when the aircraft is on the ground,” according to Darby Shields, vice president of airline eOperations at Teledyne Controls.

–N.M.

12 Paris Airshow News • June 18, 2013 • www.ainonline.com

February customers received an integrated display system (IDS) update, which improved the display and messages for ECS, flight controls and hydraulics, and enabled the airport moving map.

GEnx-2B PIP

While Boeing and Honeywell ironed out early kinks in the FMC that rendered it no more capable than the computer it replaced in the 747-400, GE devised and inserted the GEnx2B’s performance improvement package (PIP) which, according to Boeing, will improve fuel burn by 1.8 percent. GE describes the package as a combination of the best features from the two PIPs designed for the Boeing 787’s GEnx-1B. The -2B PIP includes a new low-pressure turbine design and improvements to the compressor, combustor and high-pressure turbine. If all goes as planned, certification of the performance improvement package will by the end of this year result in a 3.5-percent total fuel burn improvement since the first 747-8F entered service in 2011.

Although that figure still doesn’t quite meet catalog specifications, the airplane will gain another 340 nm of range with the reactivation of the 747-8I’s horizontal stabilizer fuel tank system, disabled before first delivery to Lufthansa because of its tendency to cause a flutter condition under certain structural failure scenarios. Once certified, hopefully by yearend, the feature will restore the 8,000 nm of range Boeing originally quoted for the 747-8I. Even though current -8I customers don’t generally need all the extra range the tail tanks would deliver, the absence of fuel in the tail of the airplane does actually produce some fuel-burn penalty because the

condition changes the airplane’s center of gravity, and thereby the trim. Once it certifies the tanks, it will, in fact, regain the resulting lost fuel efficiency.

Now building airplanes 5,600 pounds lighter than those originally delivered, Boeing has identified ways to drop another 1,600 pounds; in all, the savings contribute some 2 percent to operating efficiency, estimates Boeing.

Lindblad said he would like the total to reach 10,000 pounds, and perhaps increase the -8I’s range to 8,200 nm, by around 2016.

“We have not decided to do [the range increase] yet,” he noted. “Part of that would include weight reductions, but also aerodynamic improvements on the airplane further than what we have already talked about.”

Aerodynamic improvements since first delivery of the cargo variant in late 2011 included a rudder rig and aileron rig, allowing engineers to “bias” the airplane and extract “a few tenths of a percent” operating cost improvement.

“The other thing that we continue to look at [is] how we can take advantage of additional margin on the airplane to see if there’s a way to improve overall payload capability beyond what we’ve already done,” said Lindblad. Boeing has so far managed to increase max takeoff weight by about 12,000 pounds since entry into service.

Recent program milestones included the 50th delivery of the type on May 29, to 747-8I launch customer Lufthansa.

Now in possession of seven Intercontinentals, Lufthansa operated the model’s first revenue flight on June 1, 2012. Along with the seven passenger 747-8s it has sent to Lufthansa, Boeing has delivered eight VIP-configured Intercontinentals, while the delivery count for the freighter version now stands at 35. o

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MORE TO BELIEVE IN

GE Aviation aims for top tier in aerostructures

by Ian Goold GE Aviation, best-known for its civil and military jet engines and integrated aircraft systems, plans to establish itself as a Tier 1 aerostructures supplier by the second half of the next decade.

Ultimately, the company has a long-term vision to develop integrated propulsion systems (IPS) for future single-aisle airliners and regional aircraft, bringing together GE Aviation’s aerostructures capabilities in advanced wing and flying-control surface design with its turboprop engine and propeller activities in other divisions.

These businesses are seen as uniquely positioning GE Aviation (Chalet B107 and Hall 2A Stand c252) to participate in future airframe programs such as replacements for Airbus A320 and Boeing 737 families

or next-generation regional airliners, according to GE Aviation aerostructures and nacelles president Steve Walters. To this end, Walters has been preparing the aerostructures group via a strategy that includes participation in key industry research and development (R&D) projects.

Walters wants the division to enhance its operational capability and capacity through major investments in plant improvements and by expansion into regions with low-cost production capacity, such as China. A former president of Nexcelle– the GE/Safran joint venture to develop business-jet and commercial-aircraft IPSs–Walters has overseen current GE Aviation aerostructures activities, including the 3,000-component fixed trailing-edge package for the

Rafael unveils a smarter family of Spice bombs

by David Donald Here at Le Bourget, Rafael is launching the latest member of its Spice (smart, precise impact, cost-effective) family of precision-guided glide bombs, the Spice 250. The company’s Spice 1000 and 2000 have now been in service for some time with several customers, and they are combatproven. These Spice variants comprise guidance and wing kits that are applied to standard Mk 83 1,000-pound and Mk 84 2,000-pound warheads, the wings giving them a range of around 60 km for the Spice 2000 and 100 km for the Spice 2000.

For the last two or three years Rafael has been developing a smaller, more capable and more flexible weapon, in answer to requirements from the Israeli ministry of defense (IMOD) and based on growing demands from the wider export market. Spice 250 not only is smaller, at 250 pounds, but also introduces a range of new capabilities. “It’s not a linear upgrade, it’s a leap in capability,” said Yuval M., Rafael’s v-p and general manager of Air & C4ISR systems, speaking to AIN on the eve of the show. “It makes each mission much more efficient, and we have also invested a lot of

effort to make it more affordable for the customer.”

Spice 250 introduces a host of new capabilities, not least of which is a new guidance system that allows it to attack moving and time-critical targets, both on land and at sea. The CCD/imaging infrared seeker is based on technology matured in the larger

Airbus A350 XWB’s wing–business that constitutes the largest production contract ever won in the 75-year history of GE Aviation’s Hamble (Southampton) facility in the UK. GE Aviation has set three “horizons,” or time periods in which to evolve its aerostructures business through a global transformation in key programs, operational capability and R&D strategy. Its near-term aerostructures goal is focused on the A350 contract, but with a longerterm vision to continue changing the business model from a Tier 2/3 build-to-print (BTP) shop to becoming a Tier 1 “partner of choice” for future programs. “The strategy is to build upon customer- and industry-led R&D programs and operational capabilities to enable the business to win on short- and longer-term opportunities,” said Walters.

Key programs in the initial 2013-17 period include the launch of a turboprop IPS and continuing work on wings for widebody aircraft, with the company looking to secure a to any Mil Std 1760-compatible pylon with standard 30-inch lug spacing, and allows an F-15 to carry a theoretical maximum of 28 Spice 250s, or 16 for the F-16.

The system allows for multiple launches against multiple targets.

Within the SQR is a computer that connects to the aircraft’s central systems, but incorporates the weapons interfaces within, so that the weapon requires very little integration for fitment to 1760-compatible aircraft. The SQR also contains the datalink system, freeing up a pylon that might otherwise be needed for a dedicated datalink pod.

Pop-out wings give the Spice 250 a precision-guided glide bomb 100-kilometer range when launched from altitude. Simultaneous attacks can be made against multiple targets.

Spice weapons, which were only capable of attacking fixed targets, but incorporates a two-way datalink and advanced automatic scene-matching and target recognition algorithms to provide accuracy of better than 3 meters.

Although Spice 250 can be carried singly from a standard pylon, Rafael has created a fourround Smart Quad Rack, which carries pairs of glide bombs fore and aft. The SQR can be fitted

16 Paris Airshow News • June 18, 2013 • www.ainonline.com

At the time of launch the weapon is fed accurate positional data from the aircraft’s navigation system, and then uses GPS and inertial midcourse guidance to navigate to the target area. In the target vicinity the weapon begins its search for its aim point by comparing the scene with mission-referenced data in the weapon’s computer memory. With the target location identified, the weapon attacks using a predefined

Since earlier this year GE Aviation has been delivering A350 wing fixed trailingedge components that include structural composite panels and complex machined assemblies. The company said the work package means that, as a risk-sharing partner, it has “proved our capabilities and created a secure foundation to build on.”

position on Boeing 777 control surfaces while investing in A350-related industrialization at Hamble. R&D during this time will cover component and process technology, and the company also will focus on developing a competitive cost position through enhanced productivity, said Walters.

GE Aviation has been operating in Suzhou (China) since 2009, but recognizes that it needs to look elsewhere for impact angle and azimuth.

Thanks to the datalink, the launch aircraft can provide updated target information to the weapon during its fly-out, while the transmission of seeker imagery back from the weapon just before it hits the target provides a useful battle damage indication function. The datalink also allows the aircraft crew to monitor the weapon’s attack, and transmit an abort command if required. Combined with the precision of the attack and the smaller size of the warhead compared to earlier Spice weapons, the abort function reduces the risk of collateral damage effects.

While the Spice 1000 and 2000 employed standard Mk 80-series warheads, the Spice 250 has an all-new 200-pound warhead, which has been designed and tuned to give high lethality in a localized area. There are two warhead options available: a multipurpose warhead and another with penetration capabilities.

When launched from around 40,000 feet, the glide bomb has a range of around 100 km. Rafael has no immediate intention of increasing that range through the addition of a motor. “We are not trying to compete with cruise missiles,” explained Yuval. “One hundred kilometers of standoff keeps you outside 99 percent of modern air defenses, and you don’t pay the price in cost or weight of a cruise missile.” o

appropriate capacity in which to invest. For example, it expects to spend $50 million in constructing new facilities for operation from 2015.

Worldwide, it has about 400 engineers involved in the A350 wing program, according to Walters. The company sees continued growth in widebody wing work through the next horizon during 2018-24, in which period GE Aviation also plans to introduce its new turboprop IPS. This second stage in its evolution should see the company building a global-scale operational capability, while also “right-sizing” its “footprint.”

GE Aviation is going to be a partner in a demonstrator wing project that also will involve the UK National Composites Centre. It is thought that this could contribute to Airbus A30X advanced wing architecture and integration, on which the company would like to be involved after about 2025. Also in the years either side of 2020, GE Aviation wants to continue expanding low-cost capacity.

The company’s third horizon, the period after 2025, could see it become involved with key open-rotor propulsion and advanced wing-technology programs. By that time, GE Aviation wants to be a global business with full design and build capability focused on its wing expertise, said Walters. The company sees itself as becoming fully aligned with the parent company’s core strategy, especially in integrated propulsion and aerostructures business that could contribute to a nextgeneration single-aisle program.

Meanwhile, GE Aviation has been delivering A350 wing fixed trailing-edge components that include structural composite panels and complex machined assemblies. The work p ­ackage means that, as a ­ risk-sharing partner, the company has “proved our capabilities and created a secure foundation [on which] to build,” said Walters. o

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SUKHOI SUPERJET 100

IT’S WHERE INTERJET IS GOING We’re delighted to announce that the Mexican carrier Interjet is the first western customer to take delivery of the SSJ100. The SSJ100 is a state-of-the-art 100 seat regional jet. Delivering low fuel consumption, low operating costs and maximum comfort. It’s where the world’s going.

General Electric takes on the turboprop market General Electric is ranked as one of the world’s leading aero engine manufacturers, with a $20 billion business powering airliners, fighters and many other types of aircraft around the world, plus servicing and systems provision. Currently just $400 million of that annual business comes from the Business and General Aircraft (BGA) division, but the company has plans to dramatically expand in that sector, and in so doing is taking on the Pratt & Whitney Canada PT6 family that currently dominates the marketplace.

Over the next 10 years BGA sees potential for more than $10 billion of business, including new, small jets such as the HF120 (developed with Honda) and Passport for business aircraft, and a dramatic rise in turboprop production, which is centered on the company’s facility at Kbely, on the outskirts of Prague in the Czech Republic. “It’s the start of a journey for us in the small turboprop world,” Jim Stoker, president of GE BGA turboprops, told AIN in Kbely shortly before the Paris air show. “We’ve got some pretty aggressive growth plans targeted for turboprops.”

That journey began in July 2008 when GE Aviation (Chalet B107, and Hall 2A Stand C252) acquired the Walter company. Founded in 1911 as a motorcycle and automobile engine manufacturer, Walter had produced more than 37,500 aero engines since it entered that market in 1923. At the time of its acquisition the principal product was the M601 turboprop, best known as the powerplant for the Let 410 19-seat airliner/utility transport, which is still in production at Kunovice by Aviation Industries (a Russian/Czech-owned company).

GE’s first action with its new acquisition was to move the existing plant to more modern facilities, followed by a major investment in implementing a modern production line concept and new machines that can undertake advanced processes such as the manufacture of blisks. These are single-piece components that replace older engine stages that are traditionally made by attaching individual blades to a central ring. Today Kbely is a self-contained unit with 410 employees, a design department, overhaul capability and four test cells.

H80 Family

While it continued to manufacture M601s, as it does today, the Kbely plant also began gearing up for an advanced derivative, the H80 family, which is based on the Walter design but with the insertion of advanced GE technology.

“Walter was a great opportunity for us to move into the [turboprop] space,” recounted Stoker. “The M601 is a simple, robust and somewhat elegant design.

We were able to take that and improve the 3-D aerodynamics, and improve the temperature properties of the materials.”

At the heart of the H80 is the M601’s elegantly simple combustor, which is a “slinger” type that uses centrifugal force to produce a mist of fuel for ignition.

The “slinger” is very compact, which in turn means the engine’s length can be kept short without the need for the complicated reverse-flow combustors used in other engines. Furthermore, as it lacks fuel nozzles, there is no need for regular and costly hot-section inspections.

A new compressor section was designed, using two axial blisk stages ahead of a centrifugal third stage, and titanium replaced stainless steel.

Advanced 3-D aerodynamic modeling was employed to produce a more efficient design. This was also used in the turbine section, as were new materials.

Overall, the H80 shows a 4 percent better pressure ratio when compared with the M601, while specific fuel consumption is 8 percent lower. General Electric claims a reduction in operating costs of around 10 percent when compared with the PT6A-34/35 engine. Time between overhauls has risen from 3,000 to 3,600 hours, and power output has been improved from 750 to 850 shp. In fact, the basic engine is available with three different power ratings (750, 800 and 850 shp) and is known as the H75, H80 and H85, respectively.

Development of the H80 family got under way in January 2009. Later in the year it achieved its first commercial success by being selected by Thrush for the 510G agricultural aircraft, and a first example took to the air in 2010. That year the H80 was selected by Aircraft Industries to power all new-production Let 410s, and by the end of 2011 the engine had been certified by EASA. Many other certifications followed, including FAA approval for the H80.

FAA certifications for the H75 and H85 are due imminently.

As well as these aircraft, the GE engine has already been selected for two more new types. The Russian Technoavia Rysachok will feature H80s for production machines, and is due to fly with its intended engine in the third quarter of this year. The first H85 application is the Caiga Primus 150 being developed in China as a five-seat high-flying business aircraft.

Meanwhile, the engine is available as a retrofit. Smyrna Air Center has developed the Power90 engine upgrade for the King Air C90 with H80s under a supplemental type certificate, and AirTec in South Africa is due to receive an STC for an H75 upgrade for older Let 410s. The original M601-powered aircraft have some rudder restrictions that

20 Paris Airshow News • June 18, 2013 • www.ainonline.com

PHOTOS: DAVID DONALD

by David Donald

Seen here on Aircraft Industries’ newly updated Let 410UVP-E20 demonstrator, the H80 fits into the aircraft’s existing nacelle. The engine can be fitted with a four-blade Hartzell propeller or this five-bladed swept unit from Avia, whose factory is next to the GE engine plant at Kbely.

Although air flows through the H80 from the rear to the front, with the two exhausts located just behind the propeller, it is a compact straight-flow design with no complex flow-reversal sections.

prevent them from being re-engined with the more powerful H80 that is now used in new-build Let 410s.

In April this year the 50th H80-series engine was delivered, and the 100th is due before the end of the year, with production running at about two per week.

The factory employs a modern production line process, and has a capacity of around 250 engines per year. That can be increased if required. As well as building new engines, the facility undertakes deep maintenance and overhauls on existing M601s. Around 650 of these engines are in worldwide service, with 44 percent flying in Europe and Russia, while another 300 or so M601s are in use but are considered outside of General Electric’s purview.

General Electric has implemented a new support service for the H80 family, based on a one-call service with web-based tools, AOG teams and 24/7 coverage. A global network is growing, beginning with a U.S. center and then new facilities in South America, South Africa (Air-Tec) and Russia (Sokol). A

center is being established in China, initially to support the Thrush 510G aircraft being delivered to Beidahuang, and it will be operational before the end of the year.

Another center is to open in Australia to support operators in southeast Asia.

Overall, GE aims to build the Czech facility as its center of excellence for turboprops. The H80 family is intended to be just the first of a range of products that the company can offer to OEMs for new-build aircraft, or as an STC retrofit option. Although the company would not be drawn yet on where new developments might occur, Stoker assured AIN that “obviously we’re not going to stop with the H80.” o

New AgustaWestland boss bullish despite challenges

by Paulo Valpolini

We are looking at an active system to cut Daniele Romiti, AgustaWestland’s rotor-induced vibrations on the transnew CEO, says the company needs to mission link,” Romiti said. However, the adopt a new mindset if it is to improve company is considering further improveits capabilities. He summarized the call ments. “Project Zero shows how far ahead to action in a motto: “Think Customer,” AgustaWestland is looking. However, I which he said is embedded in the Anglo- hope that in five years’ time this project will be capable of downloading intermediItalian OEM’s “StepChange” program.

“These must not remain only words; I ate solutions onto our products, such as an really want our people to look at things electric tail rotor and single-blade control from the customer’s perspective,” said via a slip ring,” he added, the latter allowRomiti, as the company faces techno- ing further vibration reduction. logical challenges and giant competitors.

UAV Helicopters “We look at European support in the helicopter R&D field, where there are just Unmanned capability might well two major players–us and Eurocopter– be the other frontier for helicopters, on which the EU can concentrate avail- he predicted. “We look forward to flyable funds,” he told AIN during ing our SW-4 RUAS in Poland a visit to the company’s Cascina in a manned version next Costa, Italy headquarters. month. The first unmanned Technology is definitely at flight is scheduled later in the the forefront of Romiti’s thinkyear. AgustaWestland aims to ing and he stressed that “condevelop a scalable manned/ sidering the company’s recent unmanned system that will track record, the results of projallow it to transform our famects AgustaWestland is workily of products into UAVs, Romiti, ing on today will be visible in a Daniele for many uses, for example, to AgustaWestland CEO year’s time.” resupply forward bases without One particular project is close to risking pilots’ lives,” he said.

Romiti’s heart: “We strongly believe in the Looking ahead does not mean forgettiltrotor. That is the optimal solution for ting the present, Romiti cautioned. Curlong-range and high-speed transport air- rently, more than 40 percent of AW’s craft with Vtol capacities. It is apparently revenues come from the support and trainalso the most suitable solution for the U.S. ing services. “We must improve this area, Joint Multi-Role helicopter.” To that end, and here the Step Change program will be AgustaWestland is working hard to opti- a key factor, along with further technologmize the AW609 in terms of performance ical solutions,” the AgustaWestland CEO and capability, adopting new Rockwell said. “An example is the introduction of Collins and BAE Systems avionics and RFID (radio frequency identification) introducing new enhancements–includ- tags on major components in the AW189 ing aerodynamics and weight refine- that will allow automatic downloading ments–developed at Yeovil thanks to the of data when the aircraft returns from a UK government regional growth fund, mission, bringing HUMS a step forward which is aimed at boosting private sec- and providing even better prediction and tor employment. AW’s ultimate goal is to thus higher availability.” Once fully availachieve certification by 2017. able, those solutions will be adopted for “Further reducing noise and vibration the other members of the family and will remains one of our targets, and for this eventually be retrofitted at customers’ will. and other testing we are using an AW139. Step Change must not remain a slogan AgustaWestland has stepped up flight testing of its AW609 Tiltotor and is now aiming for certification in 2016.

AgustaWestland hopes to certify the military version of its AW149 helicopter by the end of 2013.

or a marketing motto, said Romiti, who considers the capacity to find customertailored solutions a key factor for which investments in manpower might make the difference in the future. He also maintains that “personalization” is part of AgustaWestland’s history.

Support and training have recently been put under a single responsibility. In terms of training, besides the A. Marchetti Training Academy at Sesto Calende, Italy, which is constantly increasing and expanding its capacities, and the Yeovil Academy in the UK, the company has training facilities in the U.S. (Philadelphia), in Malaysia (Kuala Lumpur) and in Abu Dhabi, UAE. Two Near Certification

Looking at current products, two new helicopters are expected to achieve certification soon. “We aim at certifying the AW189 by the end of this summer,” Romiti said. “The aircraft has reached a good level of maturation and is being awaited especially by the oil and gas sector. Its cabin layout is designed to ease ingress and egress as required by this type of operator, some of which ask for no more than two passengers per emergency exit.” Based on a common platform but with specialized configurations, the AW189 certification opens the path to the AW149 military qualification, which is anticipated by year-end.

A dual-use approach has already been tested on the AW139. The “M” version is currently flown by the Italian Air Force for SAR missions as well as by numerous paramilitary customers that operate military-configured AW139s. “As for the AW169, our 4.5-ton new machine, it has just one more year of development ahead,” Romiti said. He also emphasized how much this aircraft is oriented toward new technological applications, such as more-electric solutions. “We look forward to reaching full certification in summer 2014; this helicopter has attracted considerable interest and a relevant number of orders, considering the program status,” Romiti added.

Moving toward lighter machines, the new 2.5-ton aircraft developed in

cooperation with Russia is generating a lot of enthusiasm in that country. Production of the first AW139 was completed at the HeliVert plant in Tomilino, south of Moscow, and the maiden flight occurred in December 2012. Romiti commented, “We want to be wholly on target in terms of weight and cost, as this product will enter an arena with very strong competitors.” He added that the company currently is validating the architecture together with its Russian counterpart. The AgustaWestland CEO considers that the market for such a single-engine helicopter is strong, especially in the U.S. and Australasia.

At the other end of AgustaWestland portfolio, the AW101 maintains its validity. The company developed a system that allows pilots to “see” the terrain in brown-out conditions, exploiting synergies between Doppler and radar. The solution illustrates AgustaWestland’s avionics integration skills, as company test rigs also are used for such developments.

As for the NH 90, “We must find a solution with Eurocopter in order to be able to further enhance the competitiveness of the NH 90 on the international market, which is not an easy task, considering the financing support structure that can be exploited by U.S. companies.”

The problem of a contract dispute in India could not be avoided when talking to Romiti. “We have found no evidence that we have to reconsider our denials of any wrongdoing in relation with our business activities in India. However, the contract is currently suspended, something not foreseen in the contract document that includes only a cancellation or a termination. So, we’ve asked for talks aimed at carrying on the program.”

Currently, the first three AW101s delivered to India are flying and are used to train and maintain crew capacity. “We have been in India for the last 40 years, and we have recently offered our AW109 LUH and our AW189 for Indian Navy and Coast Guard bids,” Romiti added, emphasizing that three more AW101s are ready for delivery. He admitted that foreseeing the right timing for a solution to the legal issue is not easy. o

www.ainonline.com • June 18, 2013 • Paris Airshow News 21

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Marine Corps CH-53Ks expected to fly soon

by Bill Carey The first four flying versions of the U.S. Marine Corps’ next generation CH-53K helicopter were advancing through assembly at Sikorsky Aircraft’s West Palm Beach, Florida facility earlier this year. “We’re well beyond the paper side of the aircraft. We’re building this thing,” Marine Col. Robert Pridgen, H-53 program manager, told reporters at the Navy League conference in April.

The Naval Air Systems Command awarded Sikorsky a $3 billion contract in April 2006, since increased to about $3.5 billion, to build four engineering development models (EDM) and one ground test vehicle (GTV) under the CH-53K system development and demonstration phase.

Sikorsky delivered the GTV to the program’s flight-test team late last year; the structure will be used for powered ground checks in advance of the first planned flight of an EDM aircraft in 2014.

The CH-53K is designed to the same “footprint” size and appearance of the Marines’ massive, three-engine CH-53E Super Stallion heavy-lift helicopter. Data generated by inservice CH-53Es is being used to validate CH-53K costs and performance through “fleet common operating environment”

analytical software tools and processes. But program officials consider the K model to be a new aircraft. It will have new 7,500-shp General Electric GE38-1B engines, composite rotor blades and a composite airframe structure. According to GE, the GE38 turboshaft provides 57 percent more power, 18 percent better fuel consumption and 63 percent fewer parts than its T64 predecessor.

A split torque transmission design more efficiently distributes engine power to the main rotors.

Among other contractors participating in the CH-53K program, Rockwell Collins is providing a “glass cockpit” integrated avionics management system. Hamilton Sundstrand is supplying fly-by-wire (FBW) flight control computers and main and tail rotor actuators for what will be Sikorsky’s first FBW military production helicopter. Major fuselage sections are supplied by Aurora Flight Sciences (engine nacelles), ITT Exelis (sponsons, tail rotor pylon), GKN Aerospace (aft transition fuselage, cargo ramp) and Spirit Aerosystems (cockpit and cabin sections).

Requirements call for the shipboard compatible CH53K to conduct an unrefueled

Sikorsky delivered the ground test vehicle (GTV) of the new CH-53K to the Naval Air Systems Command flight-test team late last year.

The prototype is being used for powered ground checks of the helicopter’s dynamic systems.

mission of 110-nm radius under “high hot” ambient conditions while carrying an external sling load of 27,000 pounds (12,247 kg)–more than double the performance of the CH-53E. The K model’s maximum gross weight with an internal load of 74,000 pounds will improve upon the CH-53E’s 69,750 pounds.

Sikorsky promises the new heli­ copter will be substantially more capable, less costly to operate and maintain, survivable and prepared to operate from austere and remote forward bases. It will be the Marine Corps’s “critical logistics connector.”

That is the promise. In March, the Government Accountability Office (GAO) reported that the CH-53K design “appears stable, but it has not been demonstrated using a system-level prototype to show that it will perform as expected. This will not occur until at least 2013, more than two years after the design

review. The continuing maturation of the critical technologies could result in design changes as the testing progresses.”

Program on Track

The GAO notes that the contract schedule was changed, or “rebaselined” in August 2011 “and several key production and testing events were delayed.” It said that costs remain stable, and the program is on track for a low-rate initial production (LRIP) decision in FY 2016. The total CH-53K requirement is for 200 helicopters. The total program cost of $23 billion has increased 36 percent from the original 2005 estimate, the agency said.

Unit cost of $116 million has increased 6 percent.

Pridgen said the program expects delivery of the first two EDM helicopters this year and the second two in 2014, leading to the aircraft’s first flight later

Compressor is key to new P&WC turboprop

by Gregory Polek Despite some vacillation by ATR and Bombardier over the form their respective 90-seat regional airliners might take, development of Pratt & Whitney Canada’s new turboprop engine continues on a “critical path” to an expected launch next year, according to Richard Dussault, company vice president of marketing. Called the Next Generation Regional Turboprop (NGRT), the engine would feature an all-new compressor, a miniaturized version of Pratt & Whitney’s patented Talon combustor and, perhaps, an eight-blade propeller, all meant to contribute to a 20-percent improvement in fuel efficiency, as specified by Bombardier and ATR. Approaching the end of what Pratt Canada calls Phase 1, which essentially involves component-level testing, program engineers just finished what Dussault called the inlet section, during which they tested the first two stages of compression. Dussault said the results proved

Richard Dussault, P&WC vice president of marketing, oversees development of the NGRT, which features an eight-blade propeller, a new compressor and a Talon combustor borrowed from larger Pratt & Whitney models.

satisfactory, allowing the company to ship the first complete compressor to Germany’s MTU, where schedules call for engineers to start the next round of testing next month. By the third quarter of this year the company expects to have collected enough data from 500 points of instrumentation on the compressor to

24 Paris Airshow News • June 18, 2013 • www.ainonline.com

validate its expected performance.

Based on entirely new architecture using mostly conventional materials, the compressor–more than any other part of the engine–will dictate whether or not the company can achieve the 20-percent fuel efficiency improvement being targeted, Dussault explained.

“We’re very comfortable with all the hot-end turbine technology that we’re importing from the geared turbofan and next-generation product family, so at that point we’ll be able to start making firm customer commitments on performance and program deliverables,” he said.

Meanwhile, the company will conduct preliminary testing on a version of the low-NOx Talon combustor for the NGRT, he added. “As you can imagine, the NGRT is much smaller than a geared turbofan in terms of core flow and core size,” said Dussault. “So the cooling flows become more challenging, because the [cooling] holes get smaller…and tougher

that year. Sikorsky and the Navy were negotiating terms for an additional four system development test aircraft, which would start assembly in 2015. A Milestone C decision authorizing the start of LRIP lots is planned in 2016. The CH-53K’s initial operational capability with the Marines is planned in 2019, about four years later than originally planned.

When it arrives, the CH-53K will begin replacing some 150 E models, which first entered service in 1981. The H-53 family dates to the mid-1960s. Pridgen said Marine Corps twin-engine CH-53Ds are now retired, having served their last missions in Afghanistan. The older aircraft were sent to Davis-Monthan Air Force Base in Arizona for storage or sale. Recently, the Israeli air force acquired five decommissioned helicopters to be used for spare parts to keep its own fleet of 23 CH-53s flying. o

to manufacture, to manage and to make sure you get everything just right.”

In terms of the total engine package, “just right” could mean different things to different companies. The Pratt & Whitney PW150A used in today’s Bombardier Q400, for example, produces 5,071 shp, while the PW127M on the ATR 72-600 generates just 2,750 shp. Although the Q400 seats about 10 more passengers, it also flies as fast as 360 knots–almost 100 knots faster than the top cruise speed of the more fuel-efficient ATR 72-600.

Dussault quoted a “sweet spot” for a 90-seat turboprop of between 300 and 325 knots, a span that virtually splits the difference between the current Bombardier and ATR products. Given the engine company’s fuel-burn targets, this would require an engine that produces 5,000 to 7,000 shp, although the preliminary design allows for “growth” to as much as 8,000 shp.

In any case, the company is unlikely to offer two distinct engines, said Dussault.

“It’ll be very important to size the engine right,” he said. “You want an engine that’s as small as you can get it, but [that can] still attain the performance objective at the aircraft level. That’s the next logical step.” o

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Malaysia ups spend for Sukhoi combat readiness

by Vladimir Karnozov The events in Sabah, Malaysia, this past March–when local forces conducting Operation Daulat used combat jets to quell the resistance of the Filipino gunmen on the island of Borneo–may have prompted a spate of arms sales to that country and her closest neighbors.

The armed forces do have a big wish list for weapons, but procurement processes for the most expensive and longest-lead items are likely to be launched properly only after the general elections in Malaysia later this year.

In the meantime, the ministry of finance and the royal treasury–the two main watchdogs–are loosening their grips somewhat so as to give the air force the means to improve its fleet readiness.

In late March, Sukhoi won a three-year contract called “The supply of articles, services and technical assistance for Su-30MKM aircraft” worth RM300 million (more than $100 million), three times the allocation over the previous three-year period. Respective documents were signed by MOD secretary general Datuk Dr. Haji Ismail Haji Ahmad, with Sukhoi deputy general director for marketing Alexander Klementiev and director for after-sales support Vyacheslav Lozan.

The increased spending is

meant to boost combat readiness of the Royal Malaysian Air Force (RMAF) Su-30MKM fleet from the current level of 65 to 70 percent to 85 percent in the near term and eventually to increase this to 100 percent.

The RMAF’s 11th Squadron stationed at Gong Kedak has 18 heavyweight twin-engine vectored-thrust fighters received new from Irkut’s IAZ factory in 2007-2011. After the manufacturer’s guarantee period expired, most of the Russian support team departed Gong Kedak AFB, leaving only three of their number–and they then left this past January following expiration of the previous service contract.

“The notable increase in spending on our services will allow our specialists to more closely monitor the aircraft operations and shorten the reaction time to RMAF requests for spares and repair services.

Importantly, the new contract calls for a permanent presence of Sukhoi advisors and technicians at Gong Kedak,” Klementiev told AIN. The contract calls for deliveries of additional aerodrome equipment, increase of spares and expandables stocks, carrying out on-site repairs of onboard equipment, consultancy and training for RMAF maintainers.

Year of the horse bodes well for ’14 Singapore Airshow

by William Dennis Singapore Airshow is Asia’s largest aviation event and one of the three most important aerospace and defense exhibitions in the world. Held biennially, it is organized and managed by Experia Events.

The 2014 event, to be held at the Changi Exhibition Centre February 11 to 16, will be the fourth since it started as the Singapore Airshow in 2008, under the new organizers.

The show promises to be bigger than the one held in 2012 with more exhibitors from around the globe. Some 900 exhibiting companies from 50 countries were present in 2012, including 60 of the top 100 aviation companies and 22 national/group pavilions.

Over the four trade days, the show played host to nearly 45,000 attendees from 134 countries with over 30 percent from outside Singapore. There were 274 delegations from 70 countries, along with 20 airlines, airport operators and industry CEOs as well as heads of international regulatory bodies.

The show closed on a high note with a record value of deals and announcements worth $31 billion, a threefold increase over 2010.

One of the highlights of the 2014 airshow will be a new feature, the Aviation Security Zone.

It will explore the future of aviation security and present trailblazing technologies, systems and capabilities that will define

26 Paris Airshow News • June 18, 2013 • www.ainonline.com

Malaysia has allocated RM300 million to increase the combat readiness of the Royal Malaysian Air Force’s fleet of Sukhoi Su-30MKMs.

Malaysian fighter pilots, Sukhoi and Irkut ceased such services four years ago.

They hoped the customer would award them a new contract for pilot training “sometime in the future to ensure that the RMAF 11th Squadron crews are able to use the Su-30MKM capabilities to full extent,” including application of precision-guided munitions.

“This would require us to send a group of highly skilled engineers and pilots there who have the complete knowledge of the type’s functional capabilities,” said Klementiev.

ATSC was founded in 1994 as a joint venture with a 70-percent stake held by National Aerospace and Defense Industries, and the rest by Russian partners.

ATSC runs the MiG Technical Center at Kuantan AFB and MiG Component Repair Center at MEC City. ATSC claims to have mastered checks on the Su30MKM after each 200 flight hours and servicing procedures on the airplane’s OEPrNK optronic aiming and navigation complex system, OLS optical locator, N011M “Bars” fire control radar and fly-by-wire systems, as well as AL-31FP engine

module changes.

Despite the increase in funding for RMAF, salesmen remain cautious about prospects of replacement for 18 MiG-29N/ NUBs delivered in 1995. “We know about the plans of the military, but we also hear about the economy slowdown and the respective position of the ministry of finance. Cost-effective upgrade solutions may win over,” Victor Komardin, deputy head of Russia’s Rosoboronexport arms sales agency, told AIN. Guided by this knowledge, Rosoboronexport is offering an upgrade package to the RMAF’s 18-year-old MiGs, that will boost their capability and extend their lifetime to 40 years.

If the customer decides to replace the MiGs with newer aircraft, Russia is ready to supply additional quantities of advanced Su-30MKMs or even consider a request for a fifthgeneration fighter. “We are keen to take part in any competition in Malaysia that is officially opened,” Komardin said. Other candidates to replace RMAF MiG-29s are the Boeing F/A18F Super Hornet, EF-2000 Eurofighter Typhoon, Dassault Rafale and Saab Gripen. o

airport and aviation security in generation of airplanes. In recognition of the fast growing the 21st century.

Exhibitors will get to show- aviation training market in the case cutting-edge security inno- AsiaPacific, this dedicated zone vations such as perimeter will feature the latest advanced detection and surveillance tech- training programs and technologies to meet the nology, access control manpower and trainsoftware, cargo screening demand of the new ing and Bluetooth generation of pilots tracking technology. and technicians.

The rapid expansion in air transport in High-level conferthe AsiaPacific brings ences such as the Singapore Airshow Aviation considerable challenges to the areas of Leadership Summit pilot, engineer and and AsiaPacific Secuother training. Meet- Jimmy Lau, managing rity Conference provide director of Experia ing this demand will Events, hopes the next valuable opportunities enable airplane man- Singapore Airshow for exchange of insights ufacturers and the will be the best so far. and discussion of key commercial aviation challenges facing the industry to rely heavily on new aviation industry worldwide.

As a testament to the airdigital technology.

Training programs will show’s achievements, over 80 also need to focus on enabling percent of exhibitors have airplane operators to take already reaffirmed their comoptimum advantage of the mitment to take space in innovative features and latest 2014. “We are appreciative of

the strong support of all our exhibitors, who continue to find value in showcasing their innovations and technologies at the Singapore Airshow,” said Jimmy Lau, managing director of Experia Events.

The company hopes to continue to draw top exhibitors and high-level delegations, not just from AsiaPacific but from around the world. It aims to be the leading platform for companies to strike new deals and spearhead developments in their respective fields.

“The robust networking and business opportunities that the Singapore Airshow provides for the AsiaPacific region and beyond make it a critical part of the ecosystem of Singapore’s aviation and aerospace industry, contributing to the long-term sustainability of the industry and opening doors to key markets for local and global companies alike,” added Lau. o

As part of the aircraft delivery contract, Russia built the Sukhoi Technical Center (STC) at Gong Kedak. It was completed and handed over to the Malaysian government, which appointed Aerospace Technology Systems Corp. (ATSC) to be the operator. To work at full capacity, STC’s warehouses need to be filled with spares, expendables and maintenance tools, as necessary, which will be done under the new contract.

Specialized Training

The facility has several workshops and will permit RMAF and ATSC to perform maintenance, except major overhaul of airframes, engines and the most complex parts of onboard systems. Sukhoi assessed ATSC staff members as “well educated” but indicated they need more training in performing manufacturer-prescribed work on Russian-made jets.

RMAF crews have mastered aerobatics and use of vectored thrust, attracting praise from the Russian air force commander Gen. Victor Bondarev, while he was attending the LIMA 2013 show. Following training of the initial group of

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SEE US AT PARIS AIR SHOW 2013 Chalet A-206

Single European Sky is still fragmented This year is a crucial one for the modernization of Europe’s complex air traffic management (ATM) system, as it transitions from years of definition and development to initial deployment of Single European Sky (SES) systems designed to improve efficiency, save fuel and cut costs.

The deployment phase follows approval in October 2012 of the updated European ATM master plan, a revised roadmap for SES deployment. The master plan was released just ahead of the ICAO Air Navigation Conference last November, in which major steps were taken towards a global air navigation plan (GANP) that will eventually

lead to the ultimate goal of a seamless global sky. With a projected doubling of world civil air traffic from today’s 30 million flights per year (nine million in European airspace) over the next decade, this has become an urgent priority.

The conference agreed on a revised GANP which, for the first time, includes a timeline within which states can implement their own ATM improvements in accordance with their needs. It also went a long way toward defining the operational objectives regarding interoperability and a single global ATM system. However, given the economic difficulties besetting many countries (not least

The New “Master Plan” Approved in late 2012, the updated European ATM master plan provides a revised roadmap for deployment of the SES. In the first significant update of the master plan, the following aims are set: • T o simplify the original master plan and focus the ATM community on a manageable set of operational changes which will provide significant ­performance benefits.

• To prepare for the Sesar deployment phase.

• To review and update potential risks.

• T o promote and ensure global interoperability, in particular with the U.S. NextGen ATM modernization program.

• T o promote synchronization of ATM research and development, and deployment, to ensure global interoperability.

• T o update the standardization and regulatory roadmaps.

Management of the master plan is the responsibility of the Sesar joint undertaking (SJU), which is charged with developing the technical and procedural changes which, it is hoped, will bring about the necessary revolution in European ATM. Deployment leading to the SES is planned in three steps: time-based operations, trajectory-based operations and performance-based operations. The essential operational changes necessary to achieve time-based operations are grouped into six key features, describing the means by which the initial performance goals will be achieved.

The updated master plan provides the best possible view on how the ­European ATM system will evolve over the coming decades. It is not a ­deployment plan, but rather a high-level statement, identifying the operational and technological evolution of the ATM system. It is designed to work in parallel with the network strategy plan, which addresses the gap between current operational performance and the target for the SES system, providing additional operational objectives and solutions.

• The plan maintains the performance goals set in 2008 by the European Commission to be met by 2020 and beyond: • 75-percent increase in airspace capacity; • ATM-induced accidents and incidents remaining the same despite traffic growth; • 10-percent reduction in the effect flights have on the environment; and • 50-percent reduction in cost of flights compared to 2004. –J.M.

28 Paris Airshow News • June 18, 2013 • www.ainonline.com

PHOTOS: EUROCONTROL

by Julian Moxon

Eurocontrol’s network manager operations center in Brussels is based on the concept of a central flow management unit. It has the responsibilty to coordinate and manage flight planning and airspace data, as well as air traffic in the 39 ECAC member states.

European), the conference was forced to accept that many will find it difficult to make major changes to their existing ATM strategies in the short term.

The challenges remain huge: European attempts to implement a harmonized sky have fallen foul of numerous obstacles and are being achieved only with the help of the muscular backing of the European Commission (EC). Key European ATM stakeholders realized that to ensure international credibility they needed to show solidarity. At the ICAO conference the states of the European Civil Aviation Conference (ECAC), the European Union and Eurocontrol, working with the European Aviation Safety Agency (EASA), the European Commission (EC) and the Sesar Joint Undertaking (SJU, which runs the SES ATM Research program, or Sesar), presented a unified front on a single stand under the slogan “Partnering To Deliver Global Interoperability.”

The need for stakeholders to do better at coordinating their efforts is reflected in the unfortunate fact that, a decade after the adoption of the first SES package (it was followed by a second in 2010), European airspace is still divided into more than 650 sectors and has largely failed to implement functional airspace blocks (FABs), seamless ATM areas seen as essential to the achievement of an SES, despite the 2012 deadline for implementing them throughout the European region.

Sesar is the technological pillar of the SES. With more than 300 individual projects, it is a massive undertaking, reflecting

the daunting challenges posed by the attempt to knit a disparate, multi-state ATM system into a single, seamless, entity.

But now, given ICAO’s global initiatives, the pressure is on: the SJU has developed the original ATM master plan into a set of technological and procedural changes which, at the end of this year, will begin to be transformed from a set of rules and guidelines into an operational infrastructure ready for gradual deployment.

Lacks Interoperability

Peter Hotham, Sesar deputy director and chief of technology and innovation, pointed to the fact that in the past 40 years, aircraft have gone from being manually flown to mainly automated, from analog to digital cockpits and from three pilots and an engineer to just two pilots. “During that time frame, European ATM has retained many 1970s’ technologies, remains highly fragmented [and] lacks interoperability and proper information exchange. It does not provide good value to the user community.”

Responsibility for coordinating deployment will come under a yet-to-be-appointed “deployment manager,” said Hotham, which is likely to be a group, or consortium, which will take control in 2015. While stakeholders are free to deploy elements of the Sesar system now, if they see a business case, he added, the real action will begin after the deployment manager takes control, “thus turning a successful R&D program into a successful modernization program.” Eventually, if

individual stakeholders–ANSPs, for example–fail to implement the improvements called for in the master plan, the European Commission will have power to mandate action.

Bo Redeborn, Eurocontrol’s principal director, ATM, is optimistic about the advent of the SES but warns that there are so many necessary deployment actions that it is impossible to do them all in parallel. “We have to sequence them according to priority,” he said. This view is backed by a 2011 European Commission report (“Assessing the macroeconomic impact of SESAR”), which concluded that while on-time implementation of Sesar measures could contribute €419 billion to the European economy between 2013 and 2030, failure to do so would cost up to €268 million over the next 10 years.

The report claimed that Sesar deployment “is expected to enable 1.6 million additional flights [a year], along with 19 percent lower overall fuel consumption, while the reduction in delays and related costs would add a further 17-percent saving in overall costs, another 12 percent coming from savings created by shorter flight times.”

The aviation stakeholders, which will have to pay for Sesar implementation, are increasingly being sold the incontrovertible business case that will justify the expected €32 billion cost of the SES by looking at new ideas to expedite early deployment.

“Sesar needs to address opportunities for changing the traditional architecture,” said Redeborn.

“For example, we’re pushing

airport collaborative decision making (CDM) really hard, as this is a great way of improving throughput.” CDM focuses on the aircraft turnaround and departure sequencing process and involves stakeholders–airport and aircraft operators, ground handlers, air traffic control and the Network Manager–all working together, transparently, sharing data and ideas.

Redeborn points to a simple measure, such as reducing the distance between aircraft taking off and landing, which is based on outdated calculations on wake turbulence. “Currently, the weight of a low-end medium category aircraft is about the same as for a high-end light aircraft. If we increase the number of categories we can improve throughput significantly.” Ongoing work centers on developing a wake-vortex system to optimize runway throughput and reduce delays. The system would be customized for different airports and runway configurations.

Intranet of the Future

Major progress has already been made with a key element of Sesar, the systemwide information management (Swim) system. The “intranet” of the future ATM system, it will enable continuous sharing of data among aircraft, air-navigation-service providers and airport ground infrastructure. At the second Swim demonstration day, in November 2012, airports, providers of weather and volcanic ash information, airlines and air-traffic-control centers were able to exchange information instantaneously. Then, in February this year, the system was demonstrated live to the World ATM Congress in Madrid.

Ten different ATM organizations successfully exchanged information on airspace, flights, airports and weather. “The emphasis of the future ATM system must be on information, not communications,” said Hotham. “We’re looking at a cultural change here, as much as a technological one.”

Another successful Sesar result has been the growth of free-route airspace in areas controlled by Eurocontrol’s Maastricht Upper Area Control Centre (MUAC) and Germany’s DFS.

Following initial introduction in 2011, 298 new direct routes have been implemented, bringing the total number of direct routes in the area to 656. This has created a large, free-route airspace area over Belgium, most of Germany, Luxembourg and the Netherlands.

“This is the first tangible achievement of the ‘Free Route Airspace Maastricht and Karlsruhe’ project to deliver concrete, innovative solutions which generate benefits for all air transport stakeholders,” said the SJU. “Adding 4-D trajectory management and Swim will take these early achievements further into the future, delivering efficient, economical performance through use of optimized trajectories.”

Further efficiencies, and fuel savings, were demonstrated in November in a trial of the Atlantic interoperability initiative to reduce emissions (Aire) program, in which the SJU and the U.S. FAA are working on a series of projects to accelerate the adoption of more environment-friendly ATM operations.

Using new operational procedures, such as the continuous-descent approach and continuous-climb departure, fuel savings of up to 3 percent have already been achieved, with more to come as the concept is developed. “It was a win-win initiative in which a number of trial procedures have now become day-to-day operations,” said Redeborn.

Hotham pointed to the increasing cooperation between the Sesar program and other single-sky initiatives, in particular the U.S. NextGen program. “The SES can’t be isolated, because aviation is global, so we’re taking international cooperation very seriously.” SJU and NextGen officials signed a memorandum of understanding in 2010 which Redeborn said is working “really well.”

The success of the Sesar approach has already been demonstrated, said Hotham. “When you look back to 2007, there was no organization at all. Since then, we have defined and updated a comprehensive roadmap for the future ATM system and launched a huge development program, which is demonstrating real results. Now it’s up to the stakeholders to make the Sesar targets reality.” o

Reasons for Single European Sky The European ANS system covers 37 air-navigation service providers (ANSPs) and is worth €8.6 billion a year. It is operated by some 57,000 p­ eople, of which 16,900 are air traffic controllers (compared to 13,000 in the U.S. with twice the area).

• In 2010 the European ATM system controlled 9.5 million flights and on busy days, 33,000 flights.

The forecast for 2020 foresees this increasing to 17 million flights yearly and 50,000 flights on busy days.

• In 2010 there were 19.4 million minutes delay for en-route flights. On average, each flight was 49 km longer than direct flight.

• European airspace covers an area of 10.8 million sq km. There are 60 control centers, one of the results of fragmented airspace.

• Estimated costs of fragmentation of airspace amounts to €4 billion a year.

• The five biggest ANSPs (France, Germany, Italy, Spain and the UK) handle 54 percent of European traffic.

• As a consequence, 40 percent of the remaining ATM costs are borne by 32 other smaller ANSPs. n Source: European Commission

EC pushes ahead with Sesar despite its spiraling costs

by Aimee Turner Economic woes risk crippling Europe’s rollout schedule of a revolutionary system that could transform regional air travel because airlines are simply too wary to invest at a time of low growth.

Europe has spent millions in developing a blueprint for a nigh-on perfect system with which to manage an eventual, albeit belated, explosion in the number of aircraft traveling through its congested skies.

The modernization effort termed “Sesar’” (Single European Sky ATM Research) was designed to help Europe deliver technologies and procedures that would be capable of tripling current capacity while improving safety

technologists principally from the avionics manufacturing community. The focus will be placed squarely on bringing the ground infrastructure up to scratch with some industry observers branding this a distinctly lackluster response from an airline community determined to “extract the most costbeneficial bang from its retrofit buck,” as one source described it.

In essence, that means that during the first years of deployment at least, there will be none of the ambitious systemwide 4-D trajectory flight operations that depend on a high level of avionics equipage within the European fleet.

And, as for Europe’s air traffic control agencies, traffic levels are so low Last year an Airbus A320 completed Europe’s first initial 4-D flight as part of Sesar ATM trials.

by a factor of 10, reducing by 50 percent airline costs and reducing air transport’s impact on the environment by 10 percent per flight.

Cumulative impact on European gross domestic product is pegged at €419 billion; 328,000 jobs created and 50 million tons of CO2 saved.

And yet the huge €30 billion price tag that comes with Sesar is overshadowing any promised future benefits.

The European Commission in Brussels, which has masterminded the technology blueprint as part of its wider Single European Sky project, acknowledges that all now depends on industry’s ability to “move forward with deployment in a timely and synchronized way”– or, put another way, to pay for it all.

Lackluster Response

Last year Sesar’s program chiefs were asked to head a steering group of airlines, airports and air navigation service providers to determine what would be feasible in the first rollout phase, not only in terms of advanced technologies ready for implementing but also in terms of what airspace users could afford.

The result has disappointed Sesar

they argue they can’t be expected to make air travel cheaper at such a challenging time. Even those managing flights across some of Europe’s busiest skies protest they cannot be asked to subsidize Single-Sky ambitions with dwindling revenues when they have costly networks to run.

However, Brussels is intent on lowering the costs of traveling through European airspace. European Commission vice president Siim Kallas, responsible for transport, has said cost-cutting efforts are in the pipeline to help establish new “realistic and ambitious” targets to once again kickstart the Single Sky into reality.

Already there is unrest in the ranks.

The European Transport Workers’ Federation has said its air traffic management membership will mobilize for a day of action in June to demand a return to the “fair, cooperative and social” Single European Sky to which it originally signed up. o

www.ainonline.com • June 18, 2013 • Paris Airshow News 29

To automobile mass-producers, automation in the aerospace manufacturing probably looks fundamentally immature.

However, Boeing’s efforts in introducing robotics into 777 production at its widebody plant in Everett, Washington, have translated into some considerable efficiency gains following the company’s transition some eight years ago to a moving, U-shaped assembly line and simultaneous implementation of lean production processes.

The recent adoption of flextrack drilling in the body and wing panels, automated floor drilling and wing painting equipment have contributed to the company’s ability to raise 777 production from seven to 8.3 per month early this year and cut the time it takes to build one of the popular widebodies from 49 to 48 days, according to Boeing.

“Our production system, and most production systems, rely on stability,” said 777 director of manufacturing Jason Clark.

“We wanted to create the right balance of stability from a production standpoint as well as the ability for the customer to differentiate their product.”

For example, Boeing has used automated floor-drilling equipment installed last year on about fifty 777s for various customers, each of whose prescribed aircraft configuration requires different floor-panel arrangements.

The machinery, said Clark, does the job three to four times faster than conventional methods.

Another piece of automated equipment, a machine called FlexTrack, designed by Boeing and built by Electroimpact of Mukilteo, Washington, drills holes in fuselage panels. Not only does the system reduce

MBDA looks outside Europe for growth

by David Donald Speaking prior to the Paris Air Show, Antoine Bouvier, CEO of European missile house MBDA, said, “2012 was an excellent year in terms of performance, but it was a year of contrast for order intake. It was our best ever year for export, but the domestic market fell short, especially in France.” Leading those good export figures was a sizeable sale of MICA air-to-air missiles to India to support a Mirage 2000 upgrade program.

India is one country that highlights a change for MBDA as the company looks increasingly outside Europe for business. “We will continue to adapt to decreasing budgets in Europe,” said Bouvier, “but there is a growing gap between Europe and the rest of the world.” The company also has an eye on the U.S., but admits it is more difficult to grow its business there.

For 2013 MBDA has the key objectives of maintaining its performance and continuing to lead the missile segment in Europe, while at the same time securing key export orders, with India a high priority. With the MMRCA new fighter competition nearing

finalization, MBDA can expect significant orders from India whatever the outcome of the fighter deal. Additionally, while there has been no official contract announcement, media reports suggest that MBDA’s ASRAAM missile was down-selected earlier this year in preference to the Rafael Python 5 to be part of India’s Jaguar upgrade program.

To achieve its strategic objectives MBDA has a new business model built on three pillars. The first is its strong relationship with domestic customers, while the second is to foster and support increasing European cooperation, particularly between France and the UK. MBDA’s new light anti-ship missile is a joint procurement effort between the two countries, selected by France to fulfill its ANL (anti-navire légère) needs and by the UK to answer its FASGW(H) requirement.

While the UK signaled clear support some time ago, the French go-ahead has been held up by President Hollande’s government, which placed all development programs on hold pending the publication of a defense livre blanc (white paper).

30 Paris Airshow News • June 18, 2013 • www.ainonline.com

minutes and quality improved by 60 percent, Clark said. Two years later, Boeing has seen an 80-percent improvement in quality, he added, due to its ability to apply paint more precisely and evenly.

As a result, Boeing has realized a weight benefit of between 50 and 60 pounds per wing set.

Addressing suggestions that

the “efficiencies” driven by such automation amounts to a need for fewer workers, Clark insisted that, rather, the switch created a need for a higher level of skill and knowledge. “It’s a transition of workforce,” he said.

“What it amounts to is putting the right tools in the hands of the mechanics.” o

That document was published at the end of April and, while budgetary approval has yet to be obtained, it nevertheless identified ANL/FASGW(H) as a key missile program.

In the UK, MBDA is at the heart of the Team Complex Weapons, with the FASGW(H) weapon part of a wider missile procurement that also includes Thales UK’s LMM weapon for the FASGW(L) requirement.

MBDA is already working with Thales on the Sea Ceptor naval

performance during the Libya campaign, and have expressed an interest. MBDA has also added an anti-FIAC (fast inshore attack craft) capability.

MBDA has joined forces with Lockheed Martin to explore potential sales of its missiles combined with the U.S. company’s launcher systems. The memorandum of understanding principally covers the employment of the LM Mk 41 vertical launching system and ExLS extensible launching system with

are currently being finalized. “It’s a mature ambition,” reported MBDA UK’s managing director, Steve Wadey. “We see 2013 as a critical year in the JSF program to give clarity on the route and timing [for Meteor integration].”

The UK Ministry of Defence is the lead customer for the Meteor integration program.

The Meteor itself is gearing up for the production phase, with the first serial weapons to be produced by the end of the year. Support equipment will be delivered to the customers in advance of the first missile deliveries. In the meantime, MBDA is investigating the possibility of using the Meteor in a defense suppression role, although it is concentrating on getting the missile into service on the Saab Gripen, Dassault Rafale and Eurofighter Typhoon.

Next year MBDA is scheduled to undertake the first air-launched demonstration of its Spear 3 (selective precision engagement at range, capability 3) weapon.

Based on an outgrowth of DMB technology, the Spear 3 aims to deliver what Wadey promises will be “the same kind of stepchange for the air-to-ground mission that the Meteor brings to the air-to-air arena.” Internal carriage by the F-35 JSF is the initial primary application for the Spear 3, which will deliver a 220-pound warhead over a range of up to 75 miles. o

Boeing’s paint-spray robots can paint a 777 wing in less than 25 minutes.

The FlexTrack device drills holes in 777 fuselage panels nearly perfectly.

An RAF Tornado carries a pair of Dual-Mode Brimstone weapons on a rear fuselage station during operations over Libya. The performance of the weapon in that campaign has generated interest from the U.S.

air defense system and its common anti-air modular missile (CAMM), which is due to enter Royal Navy service in 2016.

An increased focus on export is MBDA’s third pillar, to mitigate the challenges of decreasing budgets in Europe. With regard to the U.S. market, MBDA eyes its Dual-Mode Brimstone missile as the main opportunity. U.S. forces were very impressed with DMB’s

BOEING

by Gregory Polek

Sea Ceptor/CAMM missiles, but also provides a platform for a broader pursuit of joint opportunities. MBDA plans to launch a CAMM from a Mk 41 launcher later this year.

Meanwhile, MBDA is hoping to integrate the Meteor longrange air-to-air missile onto the Lockheed Martin F-35 JSF as part of the aircraft’s Block 4 capability enhancements, which

GREGORY POLEK

Automation is key to Boeing 777 rate hike

the need for manual drilling, thereby effecting ergonomic benefits for workers, it dramatically mitigates defects such as tool marks, gouges, misaligned holes and bad countersinks.

“The day we opened the box and put it on the airplane…we got a 93-percent improvement in hole quality,” said Clark. “I’m now running at about a 98-percent improvement.”

FlexTrack’s performance on the 777 has led Boeing to start testing the technology in about 20 other areas, added Clark, including parts of the 747 and 767.

The most recent robotic advance on the 777 reflects what Clark characterized as Boeing’s “global perspective” on automation and involves a 19-axis painting process carried out on machines manufactured by Zurich-based ABB. Used to paint and seal 777 wings, the robotic sprayers “cut” in 18-foot lengths, while hand-spraying techniques allow for cuts of no longer than four feet, explained Clark. As soon as Boeing began using the ABB machines, painting time decreased from about four-and-a-half hours to 24

PHOTOS: CHRIS POCOCK

Rheinmetall Airborne Systems operates a small fleet of IAI Heron 1 UAVs (left) over Afghanistan for the German air force. Above right, its KZO, a tactical UAV, is rocket-launched from within its transport container and lands by parachute; the German Army uses it to locate mobile threats and provide targets for artillery.

The TR50 (above left) produced by Rheinmetall Airborne Systems, is a simple, low-cost design that takes off from a catapult and lands on a skid, while the TU-150 (right) is a hybrid aircraft/helicopter design that flies on electric power. The TU-150 was designed by Swiss UAV.

Rheinmetall brings UAV expertise to EADS

by Chris Pocock Although German UAV specialist Rheinmetall Airborne Systems (RAS) is now 51-percent owned by EADS, the Bremen-based outfit is retaining its own identity and continues to build upon expertise gained in operating two UAV systems for the German armed forces.

It has developed a lightweight, low-cost tactical UAV and is proposing an innovative larger design that is hybrid in both airframe and power.

The company’s 2010 turnkey contract to operate several IAI Heron 1 UAVs in Afghanistan for the German air force was extended for two more years in 2012. The system for imagery reconnaissance deep in the area of operations (German acronym: SAATEG) “has proven to be extremely reliable and high

performance,” according to RAS. Based in Mazar-e-Sharif, the system has logged more than 10,000 flight hours.

Meanwhile, the company’s rocketlaunched KZO (German acronym for “a small aircraft used for target acquisition”) continues to serve in the German army, including in Afghanistan. The stub-winged UAV flies for four hours and lands with a parachute. Its forward-looking infrared sensor is now being supplemented by an electro-optical camera.

“Because the KZO can operate in winds of up to 42 knots, it has sometimes been the only UAV operating over Afghanistan,” a RAS spokesman told AIN. The company’s TR50, a simple and robust UAV, can take off from a catapult or the roof of a vehicle, and lands on a

skid. It weighs only 50 kilograms–hence the designation–yet can fly for more than 10 hours with a 10-kilogram payload.

Up to three stabilized sensors–for example, infrared, electro-optic and laser–can be carried simultaneously. Two prototypes have been built and flown. “Thanks to EADS ownership, we can develop the TR50 further,” said the spokesman.

RAS’s TU-150 is a strange-looking, fixed-wing/VTOL hybrid UAV, which was designed by Swiss UAV, maker of the Skeldar helicopter UAS. Swiss UAV sought a fixed-wing partner for its development.

Electric motors drive the TU-150’s wingtip rotors and power is delivered through the rear-mounted turbine, allowing the elimination of complex gearboxes.

According to RAS, the result is a

high-performance system with a small logistics footprint. The TU-150 weighs 150 kilograms (330 pounds) and could fly for up to eight hours at 220 kph (135 mph) on internal fuel (kerosene or heavy fuel). The model on display at last year’s ILA Berlin Air Show carried a large sensor ball beneath the fuselage and two smaller ones at the wingtips.

But RAS is mindful that regulatory authorities have been slow to agree on the certification standards and other regulations that would allow UAS to fly freely in non-segregated airspace. It is therefore also offering the Opale, an optionally piloted conversion of the Diamond DA42 light, piston-twin aircraft.

Equipped with a quad-redundant, fly-by-wire system, the Opale offers a 200-kilogram payload and can fly for up to 15 hours. Operation of the landing gear and flaps is currently being automated so that, in unmanned mode, the Opale can make automatic takeoffs and landings. o

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www.ainonline.com • June 18, 2013 • Paris Airshow News 31

HAL sets five-year goal for jet trainer, fighter production

by Neelam Mathews A target for criticism over delays in projects in the past, India’s largest defense manufacturer, government-owned Hindustan Aeronautics Ltd. (HAL), is undergoing a transformation of its human resources through training and innovative programs.

This is focusing on two urgent requirements: the overdue Light Combat Aircraft (LCA); and the Intermediate Jet Trainer (IJT). HAL (Chalet A124) has confirmed that the projects will go into production in the next five years.

Even as India opens up to procuring more Western military aircraft and its civil fleet grows, HAL’s inclination to establish partnerships is becoming increasingly apparent. For example, drawing on its inherent strengths and an established infrastructure, the company is now “shaping plans” to enter the maintenance repair and overhaul (MRO) sector along with a (private) partner, a senior Ministry of Defence official told AIN. On paper, while HAL has narrowed its choices for the location of its MRO facility to Bangalore, where it has its head office, and Kanpur, the site for the series production of the Multi-Role Transport aircraft under co-design and development with Russian partners, Nashik is the most likely choice, given its proximity to commercial capital Mumbai (106 miles) and HAL’s center for its aircraft division.

An expression of interest (EOI) was invited late last year “from a renowned establishment in the world having a proven track record and experience for establishing

Update on HAL Projects • Fifth-Generation Fighter Aircraft (FGFA): Preliminary design phase completed. Negotiations in progress to conclude R&D contract. Twenty agencies will be involved at the R&D stage.

• Jaguar Upgrade: The first flight of the Jaguar Darin III (Maritime variant) took place in November 2012 and it is undergoing flight evaluation. Modification on two other variants–strike and trainer–is in progress. First flights are due by July 13 and September 13, respectively. Flight Operation Certificate is planned for 2014-15.

a comprehensive independent world-class maintenance, repair and overhaul (MRO) facility.” This would be in Nashik on the HAL Airport area, and would undertake maintenance of business jets and commercial aircraft such as Airbus 320s, Boeing 737s and ATR turboprops. The MRO facility would use “a public private partnership model in the form of joint venture (JV) with OEMs,” according to the EOI. Services planned for the MRO will include major checks, repair and overhaul of jet engines, turboprops and APUs fitted on commercial aircraft and helicopters, landing gear repair and overhaul, painting, refurbishing, repair of components/parts warehousing and modifications including freighter conversions.

In February, the Directorate General of Civil Aviation (DGCA) permitted HAL to operate its airport at Nashik, where the company has already established a passenger-cum-cargo terminal.

“As part of our foray into the civilian sector, we are developing the Ozar airport at Nashik, which is being used [presently] for flying only military aircraft,” said R.K. Tyagi, chairman of HAL. The OEM also has an interest in building a 90-seat regional aircraft with private participation under a joint-venture model. “We have made a humble beginning with Dhruv civil variant [helicopter] as an offshoot of the military program. We now propose to play a leading role in India’s national civil aircraft development program as we have dedicated facilities at our transport division in Kanpur,” Tyagi said.

Challenges remain, such as the need to overcome dependence on raw material and access to critical technologies, admitted Tyagi. The supply chain, both from India and abroad, also poses issues: “Supplies from abroad have long lead-times coupled with irritants like unjustified price escalation and obsolescence,” he added.

“There is also a need to augment development and production of equipment and spares. This is an area where our sourcing from abroad is the maximum with associated difficult supply chains.”

• Mirage Upgrade: Preliminary design review is completed and technical specs for the FOC have been finalized. Design activities are under progress, according to HAL. • Sukhoi: In addition to the existing contract for 180 aircraft, a contract for an additional 42 has been signed. HAL claims to have “absorbed the technologies to manufacture aircraft from the raw material stage.”

• Light Combat Aircraft (LCA): The prototype flew last year and carrier compatibility trials are scheduled before year-end at the Navy’s shore-based test facility in Goa. –N.M.

32 Paris Airshow News • June 18, 2013 • www.ainonline.com

Hindustan Avionics Division, Korwa’s staff of approximately 1,100 manufactures and supplies navigation, ranging, display and attack systems for Jaguars and MiG-27s flown by the Indian Air Force.

As the lead integrator for the 126 Medium Multi-Role Combat Aircraft (MMRCA), for which Dassault’s Rafale was chosen, HAL–with 2,400 private vendors–could also be working with industrial giant Reliance Industries Ltd. (RIL) as its major supplier. RIL is looking to invest around $1 billion on its new aerospace division at Nashik to “design, develop and manufacture equipment and components, including airframe, engine, radars, avionics and accessories for military and civilian aircraft, helicopters, unmanned airborne vehicles and aerostats.” It is likely that the company will also manufacture parts for the Dassault Falcon business jet.

An MoD official said HAL needed to define a partner for the MMRCA that will facilitate Tier 2 and 3 suppliers, or assume that responsibility itself. Proponents of HAL say that the governmentowned company has far more experience in selecting suppliers for high-technology defense projects than private companies.

Lag in Engine Design

In the first four months of 2013 HAL applied for 127 patents related to aeronautical products and systems, including metal treatment, and spent $312 million on design and development. Yet it still continues to lag in the challenging arena of engine design.

“The present state of engine technology [in India] is not up to the mark and the aerospace industry is at crossroads,” said V.K. Saraswat, scientific advisor to the defense minister. “We have achieved partial success with the Kaveri [for the LCA]…[but] we don’t even have state-ofthe art indigenous systems worth mentioning. Even simple fuel-injection systems are not on par with international standards,” HAL’s Light Combat Aircraft, a Mach 1.8, multi-role fighter that first flew last year, is scheduled to undergo carrier compatibility tests before year-end.

Saraswat continued, while pointing out that even Indian-manufactured tanks had to rely on imported engines.

There are some who doubt HAL’s confidence about the transfer of technology (TOT) from Rafale’s Snecma M88-2 engines, each providing a thrust of 75kN and incorporating the latest technologies such as single-piece bladed compressor disks (blisks), a low-NOx combustion chamber, single-crystal high-pressure turbine blades, powder metallurgy disks and ceramic coatings, which could enable India to become self-sufficient in engine technology. “The Kaveri developed by the Gas Turbine Research Establishment is now planned for use for the Unmanned Combat Air vehicle,” said one OEM executive. “That’s not saying much about its capability…Engines involve a lot of intellectual property and one doesn’t see full TOT happening.”

Helicopters, where HAL can claim experience and success, are on the radar, with discussions ongoing with OEMs to develop a 10- to 12-ton 22-seat category helicopter (like the Mi-17) for VIPs for flying at an altitude of 23,000 feet. In a tie-up with the Indian Institute of Technology in Chennai, joint research will be carried out in the field of transmission systems for a helicopter engine program.

“This partnership will involve required software and design solutions for different types of gears, bearings, lubrication system, vibration monitoring systems and production technologies,” said an IIT official. HAL has also committed to certification by 2015 of a Light Utility Helicopter, 187 of which are on order by the Indian army and air force.

Acknowledging the changing business environment and challenges associated with not having kept up with times, HAL has introduced a leadership development program with premier Indian Institute of Management-Ahmedabad (IIM-A) to train its senior executives. “Our executives need to have exposure to enable them to benchmark operational and business excellence with the best international practices,” Tyagi said. The company has also inducted 400 management and design trainees and engaged consultancy KPMG to audit its workforce.

In its space business, HAL said it is setting up a facility for the Indian Space Research Organization to produce cryogenic engines and components for its Geosynchronous Satellite Launch Vehicle. o

Almost 80 percent of the nearly 5,000-strong Airbus order backlog consists of 3,900 singleaisle A320s, such as the one on display here at Le Bourget in the livery of Air New Zealand.

Airbus has ‘strong start’ to 2013 Airbus is understandably relieved to have flown the A350 XWB widebody just before the Paris Air Show, but the European manufacturer’s twin-aisle family accounts for only a small proportion of outstanding orders as it prepares to proceed with the new aircraft’s flight-test program. Nevertheless, deliveries of 247 aircraft overall and net orders for 493 new jets by June 1 constitute a “strong start” to 2013 for the European manufacturer, according to marketing senior vice-president Christopher Emerson. Airbus delivered 588 aircraft in 2012 and expects to ship more than 600 this year.

At the beginning of June, the Airbus order backlog stood at 4,928 aircraft, of which 3,894–close to 80 percent–were single-aisle A320s (split 45:55 in favor of the New Engine Option models scheduled for introduction before 2016). The balance comprised 613 orders for the A350, 262 for the twin-aisle A330 and 159 for the double-deck A380.

Geographically, Asia/Pacific dominates the backlog, albeit with a declining share of deliveries that is expected to fall

economic crisis, initially by taking aircraft out of service while awaiting developments.

The Airbus official said that since 2000 “airline average [passenger] load factors reached peak levels,” having run at an overall growth rate of 0.7 percentage points per year. Meanwhile, he said, “billions of people will increasingly want to travel by air.”

Some growth is continuing, he added, “but this has a limit,” and it remains to be seen how capacity would be re-introduced.

He is encouraged that some “untapped potential remains in expanding regions,” essentially all areas except Japan, North America and western Europe (where Airbus predicts about 4 percent annual traffic growth in the next 20 years). Emerson forecasts RPM/RPK growth of 6 percent per year in expanding markets such as Africa, Asia, Commonwealth of Independent States (CIS), Eastern Europe, Latin America and the Middle East.

Looking forward, the European manufacturer sees a trend of 4.7 percent average annual growth, which the 2012 Airbus market forecast translates as demand for

Airbus order backlog* and actual 2012 and planned 2013 deliveries by region/sector Region/sector % 2012 2013

Africa 1% 1% 2% ***Asia/Pacific 37% 40% 37% Europe 13% 16% 14% Latin America 7% 8% 7% Middle East 8% 7% 6% North America 12% 5% 9% Lessors 20% 21% 23% Corporate, military, undisclosed 2% ** ** ource: Airbus; *May 1, 2013; **Asia/Pacific includes China (2012: 18% China, 22% Asia/Pacific; 2013: split not S given); ***corporate and A330 MRTT excluded.

almost a tenth in 2013 from last year’s 40 percent (see table). Europe, Latin America, and the Middle East markets each are expected to take smaller proportions of Airbus deliveries this year.

North America is the only region predicted to account for a larger share this year than in 2012, establishing what Emerson characterized as “[starting] the replacement cycle.” By customer type, Airbus expects leasing companies to continue a trend of expanding delivery-market share.

Pointing out that global traffic (revenue-passenger-miles/kilometers or RPMs/ RPKs) has grown by 67 percent since 2000, Emerson said that air travel has proved “resilient to external shocks.”

Emerson concluded that U.S. traffic is currently running about one percent higher than at the beginning of 2009, behind Europe where RPMs/RPKs are up 3.6 percent. By contrast, undefined emerging markets are enjoying traffic some 10.2 percent higher than in 2000.

Analyzing recent trends in capacity (available seat-miles/kilometers or ASMs/ ASKs), Airbus said that airlines had been cautious about how to handle the world

more than 28,000 aircraft by 2031. This growth will be led by Asia/Pacific, which is seen as enjoying 5.4 percent annual average traffic growth, equal to that predicted for the CIS and exceeded only by the 7.3-percent per year increased forecast for Middle East operators. Carriers in Latin America will grow at 5.9 percent per year, African airlines at 5 percent annually, while Europe and North America will see traffic increase 4.1 and 3.3 percent per year, respectively.

Long-haul capacity has grown considerably over the past 20 years and has increased by 86 percent more than that offered on short-haul routes, said Emerson. With its A380 order backlog declining, Airbus still anticipates continuing expansion among the world’s aviation mega-cities, those where airports accommodate more than 10,000 long-haul passengers a day. Airbus noted that 80 percent of 2011’s 42 aviation mega-cities, which handle more than 90 percent of long-haul traffic, were already slot constrained. By 2021, Emerson predicted that such mega-cities–numbering 67 by then, including eight new ones in Asia/Pacific–will accommodate more than

DAVID McINTOSH

by Ian Goold

95 percent of such travel.

Emerson said that 90 percent of delivered A380s operate on mega-city routes, adding that the giant jet is able to command premium fares. Where alternative long-haul flights are available to the same

destination, Emerson said that A380 provides higher yield that is worth about $0.03/ RPK over a non-A380. The question for airlines, he concluded, is how to grow traffic without losing high-yield travelers as a result of sacrificing passenger comfort. o

Configuration software cuts work for A350 XWB cabin layout team

by Kirby J. Harrison Airbus has introduced a central configuration software tool for the A350 XWB program that promises to make cabin layout and cabin configuration more efficient, thanks to software engineering specialist Pace.

Developed by the Berlin-based software provider, the A350 XWB Configurator is based on the latest version of their flagship product Pacelab Cabin 7. It supports Airbus sales, marketing and customer engineering teams in creating airline-specific cabin layouts and aircraft configurations and presenting them in “fully rendered 3-D, with realistic representations of the selected materials and ambient lighting scenarios.”

The A350 XWB Configurator ties in with Airbus’s new customization concept of offering aircraft buyers an extensive catalog of modular solutions to achieve a significant reduction in lead times. Key assets in this respect, according to Pace, are the software’s intuitive, highly visual

user interface which facilitates the selection of suitable packages from the catalog, with complex compatibility rules ensuring only valid configurations are considered.

Real-time visualization makes it easier for the customer to examine the selected options.

“As the client-facing side of our customization concept, the A350 XWB Configurator is an important sales and communication tool, which provides all the information airlines need to make a smart purchasing decision,” explained François Caudron, Airbus head of A350 customer and business development. “Pace has a proven track record with our company.”

Pace managing partner Alexander Schneegans expressed satisfaction with the “vote of confidence” from Airbus.

“We consider their choice a strong validation of our leadership in the cabin configuration domain and of the long-standing relationship between our companies.” o

The new Airbus A350 XWB configuration tool from software engineering provider Pace promises to make the cabin layout design and engineering more efficient.

www.ainonline.com • June 18, 2013 • Paris Airshow News 33

Sukhoi SSJ100 is here, customer pick-up today

The first Superjet 100 destined for Mexican airline Interjet sits on display at the Le Bourget static park.

A ceremony scheduled for this morning in Le Bourget’s static park marks delivery of the first example of a Sukhoi SSJ100 built to operate in the Western world to Mexican airline Interjet. The airplane, marketed by SuperJet International–the Venice, Italybased Western sales and worldwide support provider for the Sukhoi SSJ100–arrived here in Interjet colors on Saturday evening. It now occupies a prominent spot on the static display line, giving show goers a preview of what passengers will experience once service starts next month.

Still under Italian registration, the airplane must return to Venice for final delivery preparations before its ultimate ferry flight to Mexico. Plans call for delivery of Interjet’s second airplane, also undergoing final provisioning for delivery, to arrive a few days later.

SuperJet expects to deliver both

airplanes by the end of the month.

Speaking with AIN the week before the show, SuperJet International CEO Nazario Cauceglia stressed not only the historic significance of the delivery but, more emphatically, the implications a successful service entry carries for Russia and the Sukhoi-Alenia partnership to which the SSJ100 program in its current form owes its existence.

Originally scheduled for delivery late last year, Interjet’s first SSJ100 took roughly six months longer to prepare for Mexican operation than expected due to delays involving the interior installation, performed by SJI in Venice. Although unwelcome and undoubtedly costly for the supplier, the delay didn’t sour Interjet’s relationship with SJI, said Cauceglia, who pushed hard to ensure the airline received the airplane in time for its busy

Baron spies in the skies

by David Donald Beechcraft has a long history of providing special-mission platforms for military intelligence and security programs, reaching back to the late 1950s. Today this business remains highly important to the company, based largely on the King Air family that has become a popular choice of platforms for special-mission duties. Now the company is broadening its portfolio by offering the smaller and cheaper Baron G58 as an ISR (intelligence, surveillance, reconnaissance) platform, and has already delivered the first example to a customer.

Beechcraft (Chalet, Static I, 500) launched the Baron ISR program at last year’s Farnborough Air Show and recently the company supplied an aircraft to the Fuerzas Unidas de Rápida Acción (FURA), an element of the Puerto Rico Police Department. The aircraft is being used for law enforcement surveillance missions, for which it is equipped with a Flir Systems Star Safire 230-HD electro-optical/infrared system in a nine-inch turret ball. The onboard operator console incorporates a mapping/mission management computer that provides a visual representation of the target location to the sensor operator. The

console includes a recorder that provides court-admissible evidence.

A multi-band communications radio system allows the operator to communicate directly with a variety of agencies on the ground or at sea, and a datalink is provided for relaying sensor imagery.

Having delivered the first aircraft, Beechcraft is preparing a Baron ISR demonstrator aircraft to begin marketing duties in the fourth quarter of this year.

DAVID McINTOSH

by Gregory Polek

season starting in July.

Now building SSJ100s at a considerably slower rate than the three per month it had planned for this stage of the program, Sukhoi Civil Aircraft (SCAC) has nevertheless assured Cauceglia that it will meet its promise to deliver airplanes to Venice at a sufficient pace to allow SuperJet to completely fill the Mexican carrier’s firm order for 20 airplanes by the end of 2014.

Meanwhile, Sukhoi has also promised Aeroflot to replace its first 10 SSJ100s with what the manufacturer calls full-configuration vertical-profile weather radar.

ISR mission equipment is available commercially, with correspondingly short lead-times. It can also be installed and integrated without any requirement for customized software.

Beechcraft, meanwhile, continues to promote the proven King Air and has brought its 350ER special-mission demonstrator to Le Bourget as part of a year-long world sales tour. It is configured with a representative maritime patrol console, some airline-style seating and a fully functioning medical station with side-facing attendants’ couch.

Beechcraft has applied its experience from specialmission King Airs to the smaller Baron family.

Beechcraft highlights the suitability of the Baron G58 for the ISR role due to its rugged airframe, large doors that easily allow the installation and removal of equipment, Garmin 1000 integrated avionics suite and all-weather capability with digital, four-color,

34 Paris Airshow News • June 18, 2013 • www.ainonline.com

Also on show here is another King Air 350ER, the fourth aircraft to be delivered to the French customs service. This aircraft has a Star Safire III HD, Thales Ocean Master 400 radar, IR/UV scanner and a Terma side-looking airborne radar. o

airplanes, the first of which it delivered on May 31. Since the start of the year it had delivered only two others, one to Indonesia’s Sky Aviation and the other to Lao Central Airlines in Laos.

“Of course I share some concern,” said Cauceglia in response to questions about SCAC’s ability to meet its delivery obligations. “But the point is that we’ve got from SCAC and Sukhoi the assurance that Interjet has the priority today. Everybody knows how important it is to put successfully the aircraft on the Western market. This is a unique chance for all of us, and Sukhoi is as sensitive as we are about this.”

Major First

In February 2012 the SSJ100 became the first ever Russian model categorized as a “large airplane” to achieve EASA CS-25 certification, allowing it to operate in Western Europe in countries that use EASA regulations as their reference standard.

The European agency two weeks ago certified the new interior installation conceived by Italian design house Pininfarina and just last week issued an export certificate for delivery to Mexico.

Although Aeroflot’s SSJ100s have experienced a string of technical glitches such as the erroneous engagement of the leakage detection system, a slat extension problem and a socalled landing gear-up fault, dispatch reliability now runs at roughly 96 percent, said Cauceglia, who expressed satisfaction with the condition of the Interjet airplanes arriving in Venice for completion. Before the airplanes leave SCAC’s factory in Komsomolsk-on-Amur in Russia’s Far East, a SuperJet acceptance team from Venice checks the status and condition of the aircraft, he explained. So far, said Cauceglia, they have found some outstanding work that needs to be done on the first two airplanes, but nothing he considers unmanageable. “That

is usual for the first aircraft,” insisted Cauceglia. “We are confident that outstanding work will be reduced more and more.”

Super Care

Along with its initial order for 15 of the airplanes and subsequent option conversion on another five, Interjet signed for SuperJet International’s SuperCare “per-flight-hour” aftersales program, supported by a new parts warehouse for the Americas in Fort Lauderdale, Florida. Due to open next month, the Florida warehouse augments spares capacity leased from Lufthansa Technik in Frankfurt and a facility at Sheremetyevo Airport in Moscow, which serves mainly Aeroflot.

Back in Venice, at one of SuperJet’s training centers, more than 10 Interjet cockpit crews have earned their type ratings and four more had partially completed their training by the end of May. Forty-two Interjet mechanics and seven flight attendants had finished their courses.

All told, SuperJet had trained 199 pilots, 96 flight attendants and 690 mechanics for various customers in Venice and at its other simulator-equipped training center in Moscow.

Along with an SSJ100 full flight simulator, SuperJet’s Venice center operates an Airbus A320 simulator to help prepare pilots for the Russian airplane’s comparable glass cockpit.

SuperJet’s investments in its training program reflect perhaps its top priority—to demonstrate to the world, and particularly potential Western customers, the level of commitment for customer support. “I can tell you very honestly the market is waiting for the entry into service of Interjet,” said Cauceglia. “We have a very qualified customer, and so we have to try to make the best use of an opportunity that could really open to us the door of the Western market. We cannot miss this chance.” o

news clips z Lufthansa Technik and Liebherr collaborate Lufthansa Technik and Toulouse-based Liebherr Aerospace & Transportation (Chalet B277 and Hall 2a AB 275) have entered into a long-term agreement for bilateral exchange of know-how and process and repair documentation of a range of components for air management systems, flight control and actuation systems as well as landing gear developed and manufactured by Liebherr Aerospace, one of 10 companies within the Liebherr group. The range of aviation equipment produced by Liebherr for the civil and military sectors includes flight control and actuation systems, landing gear and air management systems.

A view of Seattle through the Rockwell Collins HGS HUD with synthetic vision display.

Chinese airlines choose Rockwell Collins systems

by Gregory Polek Xi’an, Qingdao and Jinan.

Another 58 airports are to be approved during the next two years, according to Rockwell Collins. This is all part of the China HUD Application Roadmap, which encourages airlines to install HUD systems. The roadmap outlines three stages for HUD implementation: shortterm (2013-2015), with HUD installed in 10 percent of new and in-service aircraft that can be fitted with HUD systems; mid-term (2016-2020), HUD and enhanced vision systems (EVS) on 50 percent of applicable aircraft; and long-term (2021-2025), HUD/ EVS on all aircraft. The goals for each term also include increasing

the number of airports with special Cat I standards and Cat II approach/takeoff minimum standards, publishing HUD/EVS minimum standards and increasing the number of qualified aircraft operators.

The still larger China Southern deal covers 66 aircraft, including Airbus A320s, Boeing 777s and Boeing 737s. Plans call for deliveries to start this year.

Other avionics systems chosen by China Southern include Rockwell Collins’s TCAS II, Satcom, ADF-900, DME-900, HFS-900D high-speed data radio, LRA-900 low-range radio altimeter and VOR-900 nav radio.

The MultiScan Threat Detection radar automatically scans thunderstorm cells and displays threats such as hail and lightning potential, thunderstorm bow-wave turbulence and tracking of storm cells. o

On the eve of the Paris Air Show, the Longbow joint venture comprised of Lockheed Martin and Northrop Grumman announced that it had received a contract to provide Longbow fire control radars (FCRs) for the AH-64E Apache Guardians (formerly AH-64D Block III) that have been ordered by the Kingdom of Saudi Arabia. The $90.6 million contract covers FCRs for the Royal Saudi Land Forces Aviation Command and the Saudi Arabia National Guard, as well as mast-mounted assemblies for the U.S. Army. Spares and support is also included in the Saudi element. Saudi Arabia has expressed a requirement for up to 60 AH-64Es as part of its large arms deal that also includes the F-15SA Eagle.

z Microturbo wins APU certification Microturbo has been awarded EASA certification for its latest auxiliary power unit (APU), designed for new generation all-electric aircraft, helicopters and unmanned aerial vehicles.

The e-APU60 will enter service later this year aboard the AgustaWestland AW189 helicopter after completing a test program at the end of May, which included 1,000 hours and 5,000 test cycles.

The new APU is capable of restarting engines in flight and providing an additional source of power to cover all electrical needs throughout the flight envelope. “Flight safety is therefore optimized,” said Microturbo commercial vicepresident Thierry Gourmanel. “Microturbo is currently ramping up production and setting up a complete support operation which will meet all customer expectations,” he added.

z Singapore Aerospace Manufacturing expanding Singapore Aerospace Manufacturing (SAM, Hall 2C, C354) of Penang, Malaysia plans to use excess shopfloor space and land to expand its two manufacturing facilities. According to SAM spokeswoman Ann Tan, this will however depend on how soon its business grows.

Its two plants are SAM Engineering & Equipment on Penang island and Aviatron on the mainland. SAM manufactures aluminium fan engine cases used on the Boeing 737 while the latter company produces nacelle machined structures for the Boeing 787 Dreamliner, Airbus A350, Bombardier CSeries and Mitsubishi Regional Jet. SAM E&E started volume production in 2009 and Aviatron recently. SAM’s plant in Singapore rolls out engine cases of hard metal such as nickel, titanium and stainless steel. The three plants also manufacture components for semiconductor equipment.

Franco-swiss solidarity The Breitling-sponsored Lockheed Super Constellation on display here at Le Bourget proudly flies the Swiss and French flags from the cockpit.

z Jet Airways gets a new CEO

MARK WAGNER

Rockwell Collins (Chalet B19, Hall 2B D108) has won separate contracts from China’s Xiamen Airlines and China Southern Airlines involving several of its avionics systems, including its MultiScan Threat Detection Radar and GLU-925 Multi-Mode Receiver (MMR).

The MMR fills the need for airlines that are adopting required navigation performance (RNP) as well as area navigation (RNAV) and automatic dependent surveillance-broadcast (ADS-B) capabilities. The GLU-925 meets GPS position requirements for ADS-B out, RNP/RNAV to RNP authorization required 0.1, navigation position source and Category III ILS and Category I GPS landing system.

The Xiamen deal, which also includes a provision for Rockwell Collins’s Head-up Guidance System (HGS) HUD and Satcom satellite communications systems, covers 12 new Boeing 737s scheduled for delivery next year.

An advantage of flying with a head-up display (HUD) is that at certain airports in China pilots may fly instrument approaches down to lower minima, even if the airport is equipped only with a Cat I instrument landing system (ILS). The standard Cat I criteria in China are 550 meters runway visual range (RVR) and 60 meters decision height (DH).

With HUD, airlines and business jet operators can use minima of 450 meters RVR and 45 meters DH, according to the CAAC special authorization Cat I HUD minima.

In China the CAAC has approved seven airports for the lower Cat I minima. These include Beijing, Shanghai Pudong, Guangzhou, Chengdu,

z More Longbow radars for Saudi Arabia

India’s Jet Airways has appointed Gary Toomey as its new CEO following the resignation of Nikos Kardassis. Toomey’s appointment is subject to regulatory approvals including security clearance. Toomey, 58, an Australian national, has served as president and CEO of the Air New Zealand Group and as CEO of Airlines PNG in Papua New Guinea. He was also deputy chief executive officer, chief financial officer and executive director of Qantas Airways from 1993 to 2000.

www.ainonline.com • June 18, 2013 • Paris Airshow News 35

Enstrom benefits from new owner’s investment

The Enstrom 480B is certified in 25 countries, most recently Japan.

This is the Guardian version for law enforcement operations. The Garmin G1000H flight deck, below, adds $155,000 to $180,000 to the cost of a new 480B, depending on the options chosen.

by R. Randall Padfield

Expansion

After a groundbreaking ceremony on May 10, construction has begun on an $8 million, 77,000-sq-ft expansion that will double Enstrom’s current space and house new administration and engineering offices. “The expansion plans include installing new paint, gel-coat and sandblast booths for component parts, as well as expanded manufacturing and flight line areas,” Martin explained. “The building will expand to the north and the west. A second-floor mezzanine will be built to house the engineering department.” The facility is expected to be completed by the end of this year.

On March 29, Enstrom

received Type Certificate Number 74 from the Japan Civil Aviation Bureau (JCAB) for the Enstrom model 480B. The application for certification was initially submitted to the JCAB in May 2012.

“Enstrom has enjoyed a lot of success in Japan over the years, including a recent sale of thirty 480B helicopters to the Japanese Ground Self Defense Force [JGSDF] for training,” said Martin. “With the civil type certification of the 480B now complete, we look forward to building upon that success. We feel the 480B’s combination of low cost of ownership, versatility and excellent safety record, along with the JGSDF pedigree, will make it very popular with commercial operators, flight schools and private owners in Japan.”

Martin told AIN that the first civilian 480B has already arrived in Japan. “The owner is a longtime Enstrom pilot who previously had a piston 280FX and is very excited to finally be getting a 480B,” he said. Enstrom’s representative in Japan, Aero Facility, is marketing the 480B to a number of civil operators in Japan.

“The JGSDF Trainer program has really raised the profile of the 480B in Japan, and now certification of the 480B has opened the door for civilians to have one of their own,” said Martin, who added that the 480B is certified in more than 25 countries. “We recently certified the 480B in Argentina,” he said,

Selex ES shows wide range of electronics for defense

by David Donald Recently reorganized Selex ES has come to Paris to show off its varied capabilities in the defense and security electronics sector as part of the wider Finmeccanica presence. Selex ES (Chalet A232) is highlighting its ISR, radar and defensive systems, which range in size from unmanned air vehicles to compact sensors.

In the static park are two examples of the company’s Falco UAV family, which is in service with a number of operators. The baseline Falco is being

displayed here with the company’s Gabbiano radar, which has recently been flight-tested. Gabbiano has also been selected for fitment to the Elbit Hermes 450 and 900 UAVs. Falco’s larger sibling, the Falco Evo with extended wings, is outfitted with the PicoSAR AESA radar in the nose and Sage Elint/Comint system. The company is also promoting its Seer radar warning receiver system, intended primarily for helicopter and UAV applications.

PicoSAR is one of a number

36 Paris Airshow News • June 18, 2013 • www.ainonline.com

“and we are currently working on certifying it in Russia.”

At February’s Heli-Expo in Las Vegas, Nevada, Enstrom announced it had selected the Garmin G1000H flight deck for the 480B. The G1000H integrates all primary flight information, navigation data, communications, terrain awareness, traffic, weather and engine parameters on two 10.4-inch, high-resolution displays. The new avionics suite has also caught the attention of Enstrom owners.

“In fact our launch customer was a previous Enstrom owner,” Martin said. “The economics of the 480B, along with the [capabilities of the] G1000H, proved to be the perfect combination for his needs.” A number of foreign military customers have also expressed interest in the G1000Hequipped 480B. “They use the G1000 system in their fixed-wing aircraft already,” said Martin, “and the commonality across different platforms is very attractive from a pilot training, procedures and maintenance point of view.”

The G1000H adds $155,000 to $180,000 to the cost of a new 480B, depending on the options

chosen. “If you look at all the functionality it provides, it’s very cost competitive when compared to installing traditional individual radios, multi-function displays, flight instruments, and so on,” Martin said.

Unfortunately for current owners, the Garmin is not available. “At this point we have not looked at the retrofit market yet,” he explained. “We are concentrating on getting the G1000H certified and into production on new aircraft. At that point we’ll evaluate a kit for field installs.”

Enstrom manufactures the three-seat, piston-powered F28F and 280FX, which are popular training, sport and light commercial helicopters. The larger turbine-powered 480B is available as a three-place advanced trainer and patrol aircraft, a four-seat training helicopter or as a threeto five-place executive transport.

For law enforcement applications, Enstrom markets the Guardian and Sentinel, optionally equipped variants of, respectively, the 480B and the F28F. The company plans to deliver 32 helicopters this year and 45 next year, with much of

that production destined for export to Asia.

Last August, Enstrom completed delivery of 16 480Bs to the Royal Thai Army. These were equipped with Cobham EFIS, dual Wulfsberg Electronics RT-5000 transceivers, Honeywell radar altimeters and dual electronic/analog flight instruments.

CQHIC bought 15 Enstroms in 2012 and is buying 15 more next year. The company has other Chinese customers as well.

Enstrom and Isolair received Chinese certification for the Innovator II 3900-480 agricultural spray system last year for use on the 480 and 480B; customer Wuhan Helicopters operates both models.

Enstrom Helicopter has its stand in the U.S. Pavilion (Hall 3), but is not displaying any helicopters. Jerry Mullins, president and CEO, Biegler, Alaniz and Peter Parsinen, sales consultant, are representing the company here at the airshow. o

of AESA radars that Selex ES has developed and is a compact sensor that can provide SAR imagery in the ISR mission.

Other AESA products from the Selex ES range include the Seaspray 7500E surveillance radar and the Raven ES radar that is used in the Gripen E next-generation fighter.

Drawing on its expertise in the ISR sector Selex ES has created mission systems, such as the SkyIStar and Atos, the latter being particularly applicable to the maritime patrol mission.

This system is also represented on a King Air 350ER specialmission aircraft being displayed

by Beechcraft (Static I).

On show in the outside display is the Aulos passive, coherent locator-radar, which lacks a transmitter but instead uses

“broadcasts of opportunity” (such as FM band radio stations and digital TV broadcasts).

Other innovative systems being exhibited include the VigilX that merges images from optical sensors distributed

around the airframe of an aircraft or helicopter to give a 360-degree view for enhanced safety. Selex ES is also showing a range of advanced IFF transponders, as well as some of the company’s space systems. o

Selex ES has its Falco Evo UAV at its stand, with PicoSAR radar in the nose.

DAVID McINTOSH

Investment from its new owner, Chongqing (China) Helicopter Investment Corporation (CQHIC), is giving Enstrom Helicopter of Menominee, Michigan (Hall 3 Stand A93) a strong tailwind, which is showing results on several fronts.

Over the past 18 months Enstrom has added more than 100 new employees, taking its employment to 165, and the company plans to add up to 200 more, according to Dennis Martin, Enstrom’s international sales and program manager. Tracy Biegler has been promoted to vice president and Orlando Alaniz has taken over as director of sales and marketing, after 34 years at Bell Helicopter.

TPY-2 radar helps mitigate missile threat

by David Donald

5

C220

Raytheon’s AN/TPY-2 X-band mobile radar is one of the United States’ most powerful assets in the defense against ballistic missiles. That threat is an increasingly worrisome one: according to unclassified U.S. Missile Defense Agency data the number of such missiles outside the control of the U.S., NATO, Russia and China is around 6,300. That figure is forecast to grow to nearly 8,000 in the next decade.

It is not just the growing number of missiles that is a worry, but also the increasing range and accuracy that they offer. Furthermore, they are capable of being employed with more sophisticated tactics, such as mass raids, and with better countermeasures and decoys. The TPY-2 radar has introduced a sophisticated ability to detect and pick out the actual missiles in such scenarios.

“You’ve got be able to discriminate threats from non-threats,” said Raytheon’s Jim Bedingfield, business development and strategy director for missile defense and space programs. “You can’t hit it if you can’t see it.”

38 Paris Airshow News • June 18, 2013 • www.ainonline.com

A TPY-2 system consists of four components, comprising antenna, electronics, cooling and prime power units, although the radar can also run off commercial power supplies if they are available. The system is air-transportable in a Lockheed C-5 Galaxy or Boeing C-17.

The phased-array antenna has an area of 9.2 sq m and incorporates 25,344 individual transmit/receive modules. As an integral part of the ballistic missile defense system, the TPY-2 can accept cues from Aegis systems or early warning satellites, as well as being able to selfcue. Working in the other direction, it can hand off target tracks to Aegis systems and ground-based interceptors, as well as lower-tier systems such as Patriot.

The TPY-2 has two primary modes.

As a forward-based asset it is used on its own as part of a missile defense network, detecting and tracking ballistic missiles in the ascent phase to improve early launch warning capability. That data is fed into the air defense system’s command and control element for an appropriate response. As such, it has significantly improved the level of protection owing to its sophisticated X-band technology. “The earlier you are able to discriminate the target, the better chance you have of killing it,” added Bedingfield. Alternatively, when used in its terminal mode the TPY-2 is part of the integrated THAAD (terminal highaltitude area defense) system, providing high-quality firing solutions to the THAAD’s own fire control system and interceptor vehicles.

Raytheon (Chalet A294, Static D166) has received contracts for 11 TPY-2 radars from the U.S. government’s Missile Defense Agency, and delivered the eighth of them in March. Original plans called for 18 radars, but with the planned number of THAAD batteries being reduced from nine to six, the corresponding number of TPY-2 radars was reduced to 11. Recognizing the importance of the sensor in protecting U.S. forces, and also the disproportionate size of the cut, a 12th radar has been recently approved

by Congress, although the contract is not yet finalized.

Of the 11 radars currently funded or completed, six are for the terminal role for use with the U.S. Army’s THAAD batteries. In April it was announced that Alpha Battery, 4th Air Defense Artillery regiment, would deploy to Guam to

The TPY-2 can be forward-deployed to improve detection capabilities against ballistic missile threats, or used as part of the THAAD system.

help protect assets in the northern Pacific against any potential threat from North Korea. Media reports also suggest that another U.S. Army THAAD battery may be deployed to the UAE. The remaining five U.S. radars are for deployment in the forward-based role, and four of them are already in use.

According to media reports the first was installed in 2006 at Shariki in the north of the main Japanese island of Honshu, while another was placed atop Mt Keren in the Israeli Negev Desert in 2008. More recently a TPY-2 was deployed to Diyarbakir in Turkey, and a fourth to a “base in the U.S. Central Command region,” which the Wall Street Journal identified as being in Qatar. The fifth forwardbased TPY-2 will be deployed to a second Japanese base.

At present Raytheon has five radars for both U.S. and foreign military sales (FMS) customers contracted and in production.

It has announced at Paris that it has redesigned eight circuit card assemblies for an FMS customer to extend the radar’s capabilities. “It’s important that the U.S. and others cost-share and burden-share the development,” noted Bedingfield. The new cards will be inserted into all new TPY-2s, regardless of customer.

Although the company will not divulge details due to customer confidentiality, it has been widely reported that the TPY-2 has been sold through FMS channels, with two having been acquired by the UAE as part of its THAAD purchase, concluded last December. The Defense Security Cooperation Agency (DSCA) notified Congress last November of a potential sale to Qatar of two more as part of a THAAD buy, while more recently Oman is also believed to have selected the THAAD system.

Other nations, particularly in the Gulf, have expressed interest in THAAD and the TPY-2. A development with stacked TPY-2 radars has also been suggested as a potential sensor for a future U.S. homeland defense application. o

Italian air force evaluating Aermacchi’s M346 ‘Master’

by Paolo Valpolini Since the first quarter of 2012 two Aermacchi M346s have been flying under Italian air force colors, carrying out the initial operational test and evaluation (IOT&E) campaign. From March 5 to Sept. 5, 2012 the two Masters logged some 130 flight hours in the hands of the Reparto Sperimentale Volo (test flight wing) of Pratica di Mare.

computer-based and simulation based training assets and an integrated logistics support system.

The Italian air force planned to provide the final configuration M346 next July. However, an accident that occurred to one of the company prototypes might have an impact on that delivery. Possible delays are currently being evaluated.

Italy’s air force has evaluated the Aermacchi M346 and hopes to purchase nine more to join the first six that it has ordered.

The IOT&E was aimed at evaluating the new aircraft both from the operational-technical point of view and from the logistics-maintenance standpoint.

The evaluation was planned by an integrated test team (ITT) that included not only RSV personnel but also personnel belonging to operational and maintenance units. The first part of the IOT&E campaign was aimed at assessing the basic characteristics of the M346 in order to verify that flight qualities, performance, avionics and human machine interface functionalities were compliant with mission requirements.

The program enabled confirmation of the optimal performance capabilities of the M346, but also allowed the team to identify technical aspects that needed to be fine tuned following operation by the final customer. The main adaptation concerns the human machine interface and optimization of the embedded tactical training simulation (ETTS) software. The joint efforts of RSV, ITT and Alenia Aermacchi experts resulted in transformation of those operational needs into technical upgrades that will soon be available on the M346. Once the IOT&E was concluded the two M346s were handed back to Alenia Aermacchi, which is upgrading their final configuration before giving them back to the Italian air force.

The current contract, known as T-346A ITS for integrated training system, includes six aircraft, a full mission simulator, part task trainer, training management information system, a real time monitoring system allowing realtime changes to the training scenario,

The upgraded aircraft are to be used for the final operational test and evaluation phase (FOT&E), which should lead to full trainer certification by late 2013. Tests that still have to be completed include configurations with external payloads–including external fuel tanks–as well as validation of the human machine interface and ETTS upgrades.

The so-called carefree flight envelope will have to be verified at up to 30 degrees angle of attack both in clean and external load configurations, and some additional helmet mounted display and voice command system functionalities will have to be verified.

The training syllabus has been drafted, following the IOT&E phase, and will also exploit the FOT&E phase; during those flights both RSV and 61st Wing pilots acquired the experience and competency needed to establish the new syllabus according to the capacities of the new aircraft. The ITT is thus finalizing a first draft document, which will remain a living document until the end of a validation phase that will follow the delivery of all six aircraft. As for the impact of the T-346 upon the first line fighter, the Italian air force needs to acquire some operational experience with the full ITS. The complete system allows the air force not only to download data from the T-346 but also from the T-346 into the groundbased training system. The service will thus work to find the ideal mix between real and simulated flight hours. This will probably happen following the delivery of all six aircraft to the 61st Wing based at Lecce AFB; currently no T-346s are planned to be permanently assigned to the RSV at Pratica di Mare. As for the remaining nine T-346s on option, financing is not yet planned, although the air force hopes to add them as 15 aircraft would allow it to cover the national requirement.

The Italian air force is also busy training Singapore air force pilots; currently six of them are taking part in the Phase III and IV (pre-operational) courses at the 61st Wing. Italy and Singapore are finalising an M-346 joint users group to share experience on the new integrated training system. o

UTC secures Virgin 787 deal UTC Aerospace Systems (Chalet A330, Hall Concorde 35) has won a contract from Virgin Atlantic Airways to supply the wheels, carbon brakes and MRO services for the airline’s fleet of 16 Boeing 787-9s, the first of which the airframer plans to deliver in September 2014. UTC Aerospace said it would supply the parts through its Wheels & Brakes division, based in Troy, Ohio.

The carbon brakes on the 787-9 use UTC’s Duracarb carbon heat sink material which, according the company, lasts 35 percent longer than competitive products.

Heavily involved in so-called “more electric” airplane studies, UTC Aerospace Systems recently partnered with Embraer on a demonstration of the next generation of electric brakes. The test equipment included electrically actuated brakes and electro-mechanical actuator controllers. Technology experts from both companies collaborated over 18 months to prepare for a series of tests on an Embraer ERJ145.

Also a major Airbus supplier, UTC Aerospace recently won honors from the Toulouse-based airframer as part of its Supply Chain Quality Improvement Program. UTC’s interior lighting division received a Gold Best Performer award for the second year in a row for achieving a 99.85-percent on-time delivery rating last year. UTC’s propeller division won an award for most improved supplier and its landing gear division won a notable mention for its 100-percent delivery record in each of the last three years. –G.P.

A vision becomes reality

www.ainonline.com • June 18, 2013 • Paris Airshow News 39

A380 enhancements keep up the momentum

by Ian Goold “The honeymoon has lasted longer than on previous aircraft: people go out of their way to fly on [the A380 very-large airliner],” according to Airbus programs executive vice-president Tom Williams. By the beginning of this month, the European manufacturer had delivered 103 aircraft from the 262 for which it holds firm orders, leaving a backlog of 159, equivalent to about six years’ production.

“More important than the [reducing] backlog is the number of A380 passengers,” said Williams. Since the aircraft entered service in 2007, some 40 million passengers have been flown as the global fleet has logged 922,000 flight hours during 109,000 revenue flights.

“network flexibility in payloadrange with a single build standard.”

Product improvements implemented in 2013 are claimed to provide “structure and systems enhancements for real operational benefits.” Changes include introduction of a light Inmarsat SwiftBroadband (SBB) antenna with less drag, which Williams said has become important “especially because in-flight entertainment system requirements have meant bigger antenna.” Airbus has also added auto-pilot/flight-director traffic-alert and collision-avoidance system alert prevention, and “soft” go-around procedure.

the inner wing, to improve drag.”

Enhanced engine performance, which “will never stop,” have meant a 0.5-percent improvement in specific fuel consumption for both Rolls-Royce Trent 900 and General Electric/Pratt & Whitney GP7200 engines and an up to 1.3 percent improvement since entry into service (EIS).

The A380’s higher weight option is accompanied by a new cabin layout for the double-deck airliner, which Airbus now has revised to 558 passengers, compared with the initial 525-seat configuration, according to marketing senior v-p Christopher

twinjet has a manufacturing backlog of just over two years, with 262 remaining to be delivered from the 1,246 ordered by the beginning of June. The most recent increase in production to 10 a month means that Airbus has achieved the “highest ever rate for a widebody,” according to Williams. For the 12 months to the end of March 2013, Airbus reports an operational reliability of 99.2 percent on A330-200 Enhanced aircraft, or 99.03 percent for the overall global fleet.

Airbus has steadily increased A330 production from 7.5 to ten aircraft/month since 2009,

British Airways is scheduled to become the tenth Airbus A380 operator when it takes delivery of its first of 12 examples in the next few weeks. The aircraft landed here on Sunday.

New this year has been an optional 575-metric-ton variant that Airbus says provides a 15-metricton increase in maximum take-off weight (mtow). Structural reinforcement has been applied to the center wing box, Section 15 primary structure and the belly fairing.

Airbus now offers five “primary weight variants” for the A380, two either side of the basic 560 metric tons. The lowest, 490-metric-ton value permits the aircraft to comply with London Heathrow’s QC1 departure noise level requirements, while the new 575-metric-ton limit provides QC2 maximum payloadrange, equivalent to eight metric tons’ extra payload for the same (almost 7,000 nm) range or 500 nm more range for the same (525-passenger) payload, according to Williams. This gives the A380

DAVID McINTOSH

New Variant

An enhanced A350-type loadalleviation function takes angleof-attack and inertia information to estimate gust velocities to command elevator and/or aileron movement. This alleviation means that Airbus has not needed to “put metal in place in case it is needed,” said Williams, who reported that there had also been “a little work [to add] about half a degree of wing twist (within jig tolerances) to optimize aerodynamic airflow, particularly on

ATC strike spurs mandate to speed up ATM reforms

by Julian Moxon The European Commission (EC) has reacted to the recent strikes by French air traffic controllers by speeding up what it says are long overdue improvements to the European air traffic management system.

On June 11, the same day as the strikers staged a two-day walkout in protest at the Commission’s long-heralded Single European Sky reforms, the EC came out with a strongly worded statement calling for improved performance by air traffic controllers. “In recent years the

delivery of performance targets has fallen significantly short of the overall level of ambition,” said European Union transport commissioner Siim Kallas. “Our airlines have had to endure more than ten years of reduced services and missed deadlines on the route to a Single European Sky. We cannot afford to continue in this way.”

Kallas blames shortcomings in the current ATM system, which he said gives member states the ultimate say on targets and on the adoption of corrective

40 Paris Airshow News • June 18, 2013 • www.ainonline.com

Emerson. The latest configuration comprises ten 82-inch pitch first- and 84 61-inch pitch business-class seats on the top deck and 464 32-inch pitch economyclass ten-abreast seats on the main deck. Offering “no compromise in passenger comfort,” the manufacturer claims a “further 7-percent lower cost per seat,” while saying that the very-large airliner can still be optimized with an 11-abreast high-density layout.

The smaller A330 twin-aisle

but the manufacturer has “held off ” from going to 11/month until Chinese resistance to the European Commission (EC) emissions-trading system has been resolved, said Williams.

“We have been trying to convince the EC that this is an initiative better conducted through the International Civil Aviation Organization, but this might be difficult to do.”

The A330’s latest 242-metricton mtow, launched in 2012, will

measures. The EC is now proposing to strengthen performance by making target-setting more independent, transparent and enforceable. But it faces increasing trouble from controllers in several countries, some of which are threatening to follow the French example and bring chaos to the entire European ATM system.

The strikes in France were supported by almost 100 percent of controllers. Almost a quarter of flights were cancelled during the two-day stoppage. Most of the system had returned to normality

by Thursday. The EC insists that its ATM liberalization plans do not involve near-term job losses– a spokesman told AIN that the impact of the measures on controllers “was not soon and not major.” One of the main objections from controllers, however,

is the EC’s demand that services be opened up to competitive tender from the private sector. Support services such as aeronautical information, meteorology, communications, navigation and surveillance, currently handled in many European countries by the state, will be separated and put out to private tender “in an open and transparent manner,” said the EC. In another controversial measure the EC is proposing full organizational and budgetary separation of national supervisory authorities from the air traffic controller organizations they oversee. It claims this would have a very positive effect on both oversight and safety. “Many supervisory authorities are currently under-resourced and dependent on the support of the very entities they are supposed to

be introduced in 2015 as an “A330 enhancement.” Williams said Airbus had learned lessons from the A380 wing design that had permitted it to tweak the aerodynamics to reduce fuel burn by one percent.

A330 changes, which began as design studies last year, include gust-load alleviation and increased fuel capacity. Detailed design is under way, with integration and qualification continuing through 2014-16. The latest enhancements are expected to enter service in mid-2015 on the A330-300, followed by the smaller Series 200 in early 2016.

A new A330-300 center-section fuel-tank option adds a further 41,560 liters capacity to provide an overall 139,090 liters. The development adds 250 kilograms (550 pounds) to the operating empty weight, including pumps, tank inerting, sealing, and unusable fuel.

At the new, higher 242-metric-ton mtow weight, range with 300 passengers will increase to 6,100 nm from the 3,950 nm available in 1994 with the original 212-metricton aircraft, according to Airbus.

Airbus claims a “constantly growing” customer base for its A330-200F cargo aircraft, with 22 machines delivered to eight operators worldwide. Williams said that the variant had been launched into “probably the worst imaginable” market, in which “it is very difficult to sell at the moment.” Airbus expects demand to return, but “it could take two years.”

Williams warned that the freight market also might have changed during the global economic recession, with some high-value goods in future being transported by sea. Two new A330-200F operators this year are Tampa Cargo and Qatar Cargo, the latter flying three aircraft leased from BOC Aviation. o oversee,” according to the EC. Kallas said the EC is immediately taking steps to “strengthen the nuts and bolts of the system so it can withstand more pressure and deliver ambitious reforms, even in these difficult economic times.” He points to a coming capacity crunch as the number of flights increases by more than 50 percent over the coming 10 to 20 years. “Inefficiencies in Europe’s fragmented airspace bring extra costs of close to €5 billion a year to airlines and their customers,” he said. “They add 42 kilometers to the distance of an average flight. The United States controls the same amount of airspace. With more traffic, at almost half the cost.” o For more on the challenges faced in establishing the Single European Sky, see page 28.

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A&D companies explore non-traditional markets

Finmeccanica Strategy: From “Earth Care” to “Planet Inspired”

If you look closely at the exhibits of the major aerospace and defense companies here this week, you will likely notice some unexpected capabilities on display. With their traditional defense businesses threatened by declining budgets, many of these companies are exploring “adjacent markets.”

This trend started with offers in the security and IT realms. But now they are extending to other areas, such as energy, environment and climate; food and water security; and natural disaster protection and response. EADS, Finmeccanica, Lockheed Martin, Northrop Grumman, Raytheon and Saab were all sponsors of a conference in London last November that explored this trend. The event was the third in a series organized by British consultancy Dynamixx, in association with global information specialist IHS. “There’s a huge amount of knowledge embedded in the aerospace, defense and security [ADS] sector,” said Nick Cook, founder and chief executive officer of Dynamixx. “They have ‘the right stuff’ to deliver scaleable solutions to many global challenges, including their sensor and networkcentric skills.” But, he added, ADS companies must learn to think and act commercially, moving away from the rigid “response-to-request” model that they enjoy in their traditional, government-driven business.

Raytheon (Chalet A294, Static D166)

Raytheon, which is involved in the $1.4 billion SIVAM (Portuguese acronym for Sistema de Vigilancia de Amazonia) project to monitor the Amazon rainforest in Brazil, brought its expertise in space, airborne and ground sensors, air traffic control and communications to bear in a “topdown, systems approach,” to this environmental problem, said Bill Kiczuk, the company’s chief technology officer.

Now Raytheon is providing critical program and engineering support to a 20-year, $385 million U.S. National Science Foundation (NSF) project to better understand and monitor the ocean environment.

A new observing infrastructure of buoys, cables, moorings, sensors (32 types) and satellites will be created to study climate, circulation patterns, plate tectonics, the subsea floor and many other ocean processes.

In another NSF-sponsored

FINMECCANICA

by Chris Pocock

This chart explains Finmeccanica’s strategy to offer its expertise for earth monitoring and climate change; natural resources management; energy management, sustainable mobility; and healthcare and education.

venture, Raytheon has teamed with various universities to work on the Collaborative Adaptive Sensing of the Atmosphere (CASA) project to improve the forecasting of weather hazards.

Meanwhile, Raytheon’s Visible Infrared Imaging Radiometer Suite (VIRRS) provides much higher-quality environmental data from a low-earth orbit ­satellite, Kiczuk said.

Finmeccanica (Chalet A232, Static C65)

Lorenzo Fiori, Finmeccanica senior vice president of strategy, described how

RAYTHEON

SIVAM* Integrates More Than 500 Elements

Raytheon is the key contractor for delivery of the SIVAM (Sistema de Vigilância de Amazônia) project to provide continuous monitoring and communications over the vast and remote Amazon region in Brazil.

42 Paris Airshow News • June 18, 2013 • www.ainonline.com

the Italian-led group has already developed a five-stream, “Planet Inspired” strategy to develop new solutions that exploit its defense technology.

One example is the company’s Smart City Operations Center. Another is its Smart Mobility proposals to the Italian government to develop a new

national critical infrastructure.

Finmeccanica is also applying its expertise to road-transport logistics; the monitoring of urban travel and public transport fleets; vehicle registration and taxing; and e-ticketing.

“Many of these new challenges involve integrating with legacy infrastructure, and we

UK Counts the Cost of Failed IT Projects As they seek alternative revenue streams, aerospace and defense companies have been tainted by some high-profile failures of IT projects in the UK public sector.

Mutual recriminations followed, with the British government accusing the companies of profiteering and over-promising and the companies accusing the government of misunderstanding the scope and challenges, as well as changing specifications mid-contract.

In 2007, EADS Defence and Security Systems (now Cassidian) won a £200 million ($300 million) contract to supply the IT infrastructure for nine new regional control centers (RCCs) for the Fire Service. Four years later, the RCC plan was scrapped.

Also in 2007, a consortium led by Raytheon UK won the £750 million ($1.125 billion) “e-Borders” contract to modernize the UK’s immigration IT systems. Two-and-a-half years later, the government terminated the deal, claiming “no confidence” in Raytheon. The company sued for breach of contract. An even bigger project to provide electronic record-keeping for the UK’s National Health Service (NHS) was scrapped in 2011, after £12 billion ($18 million) had been spent over 10 years.

The British government spends more per head on IT than any government, according to Cabinet Office minister Francis Maude. He told The Times newspaper recently that government IT “has been in the grip of an oligopoly of multinational suppliers” who charge extortionate rates. The newspaper reported that one hosting contract was recently re-tendered and went to a small company that charged £60,000 ($90 million) instead of £4 million ($6 million) demanded by the previous large supplier.

The former chief executive of a major aerospace and defense company in the UK told AIN that he pulled out of the bidding for the NHS contract when he realized that the requirement was flawed and that key parts of the NHS organization did not support the concept.

“We must have an intelligent customer to do business with,” the CEO said, adding that British government has been slow to learn the lessons from failed IT projects. –C.P.

do that routinely in the defense sector,” Fiori said. “Our system engineers become the enablers.”

Thales (Chalet B253, Static U62, Hall Concorde 51)

Thales has also been working on “solutions for smart cities,” according to Jacques Bourgeois, director of strategy and marketing. The company’s Mobility Data Platform captures information from urban transport and road-traffic centers to provide better operational management, thus saving energy and reducing carbon-dioxide pollution. He added that Thales is discussing security and transport management with officials in Mexico City, one of the world’s largest urban conglomerations.

Saab (Chalet A278, Static D146)

Last year, Saab formally expanded its business concept to include climate and environmental threats, according to Carl-Johan Koivisto, head of new business initiatives. But since 2008, the Swedish company has been working with partners in the “GreenTech” project to develop “technologies for the attractive city.”

These include web-based systems for land-traffic management; energy management in buildings; and the socalled “City Co-Operation Center,”

a decision-support and cooperation layer that “fuses” data from a variety of sources.

Saab has also adapted its unmannedsystems technology to produce a remotely operated vehicle to clean the hulls of large vessels. This is currently being tried by container-line Maersk, which predicts an annual fuel saving of $400 million.

Lockheed Martin

Tech institute aims to keep UK aerospace competitive

(Chalet A316, Static E180)

by Mark Huber

“Adjacent markets are becoming core business at Lockheed Martin,” said Dr. Ray Johnson, company chief technology officer.

Lockheed Martin has been supplying data and modeling products and services to the healthcare industry in the U.S. for more than 20 years.

Since 2005, it has spent $750 million to acquire three companies in this business sector.

Lockheed Martin has also moved into energy management and storage, alternative and renewable energy and nanotechnology applications.

Johnson said that the corporation’s new generation of engineers are more attuned to people and planet issues than their predecessors.

“I’m becoming more confident in our ability to work in nongovernment markets,” Johnson added. o

The UK government and key aerospace companies have formed a joint venture to invest more than £2 billion (approx. $3 billion) over the next seven years in a move designed to keep the country’s aerospace sector globally competitive, and to increase its market share.

Under the Aerospace Growth Partnership (AGP), the government’s £1 billion investment will be matched by industry and will see the creation of a new Aerospace Technology Institute.

Aerospace firms participating in AGP include AgustaWestland, Airbus, BAE Systems, Bombardier, GKN Aerospace, Goodrich Actuation Systems, MessierBugatti-Dowty, Rolls-Royce and Spirit Aerosystems. Michael Fallon, Minister of State at the UK Department for Business, Innovation and Skills (BIS), and Marcus Bryson, CEO of GKN

Aerospace & Land Systems and vice president of ADS, the trade organization of the UK’s Aerospace, Defence, Security and Space industries, jointly chair the Partnership.

The AGP’s stated goal is to preserve the UK’s number two rank (behind the U.S.) as a global aerospace exporter and to remain number one in this market in Europe. The UK’s aerospace industry directly and indirectly employs some 230,000 workers. The AGP aims to “protect, exploit, and position” the UK to take maximum advantage of the forecast growth of commercial aerospace worldwide. The AGP expects the UK’s aerospace sector to grow at an annual rate of 6.8 percent in the coming years with the potential of creating 115,000 new jobs.

AGP’s ambitious agenda includes supporting UK companies at all levels of the supply chain to broaden and diversify their global customer base, and to “provide long-term certainty and stability to encourage industry to develop technologies for the next generation of aircraft in the UK.” To that end, the AGP is funding the creation of an Aerospace Technology Institute that will “exploit the UK’s assets and capabilities” and “strengthen the links between industry and academia,” while working on cutting-edge new programs and developing an aerospace talent pool. o

www.ainonline.com • June 18, 2013 • Paris Airshow News 43

Oklahoma Army National Guard soldiers prepare a Textron AAI Corporation RQ-7B Shadow for launch from a pneumatic catapult at Fort Sill, Oklahoma.

Oklahoma aims to be U.S. leader in UASs

by Bill Carey Oklahoma’s aspiration to become the “fly to” state for UAS research, development, testing, simulation and manufacturing is backed by a coalition of the state’s political, academic, business and military leadership, starting with Governor Mary Fallin, a Republican who has been out front in promoting the industry.

A spring 2012 report by the governor’s UAS council found that Oklahoma “occupies a very favorable position in the nascent UAS industry,” particularly because of access to restricted military airspace where unmanned aircraft can be flown and evaluated, academic resources and a base of at least 15 companies involved in UAS to build upon.

“We are right in this space,” McKeever told the Oklahoma UAS summit in Norman in late March. “Our existing industries would really benefit from the development of UAS.” Fallin and McKeever led a delegation of Oklahoma aerospace executives and state officials to last year’s Farnborough International Airshow in the

U.S. ARMY

The state of Oklahoma believes that it has the resources to be among the leading U.S. states in commercializing unmanned aircraft systems (UAS). But this spring, the state’s political leaders were disappointed by the findings of a UAS economic impact study that ranked California, Washington, Texas, Florida and Arizona as the top five states expected to see the most in terms of immediate job growth and revenue when UAS are integrated into the National Airspace System. In fact, Oklahoma ranked 30th out of the 50 states.

That study, released in March by the Association of Unmanned Vehicle Systems International (AUVSI), is only a “snapshot” based on current indicators of the U.S. aerospace industry; as such, it favors states with large existing manufacturing bases, argues Stephen McKeever, Oklahoma secretary of science and technology.

The study authors acknowledge this point. “It is important to note that the projections contained in this report are based on the current airspace activity and infrastructure in a given state,” they wrote. “As a result, states with an already thriving aerospace industry are projected to reap the most economic gains. However, a variety of factors–state laws, tax incentives, regulations, the establishment of test sites and the adoption of UAS technology by end users–will ultimately determine where jobs flow.”

UK, and plans called for them to attend this year’s Paris Air Show as well. “We’re targeting European and other global aerospace commercial and military companies because our industry assets and the incentives we offer make Oklahoma an extremely competitive investment destination,” Fallin has stated.

Impressive R&D Credentials

The state has some impressive credentials in unmanned aircraft R&D and testing. Oklahoma State University (OSU) at Stillwater lays claims to being the nation’s first institution of higher learning offering master’s and doctoral degrees with UAS options, and OSU s­ tudents own

PHOTOS: BILL CAREY

Oklahoma State University graduate students designed, built and flew these unmanned aircraft test articles.

Oklahoma State University professor Rick Gaeta, a member of the graduate faculty in the department of aerospace engineering, described the “Talos” unmanned aircraft the university is building with funding from the U.S. Department of Homeland Security.

44 Paris Airshow News • June 18, 2013 • www.ainonline.com

several records for building and flying unmanned aircraft. Oklahoma University (OU) is recognized as a leader in radar and weather research using unmanned aircraft, which can be applied toward “sense-andavoid” solutions for UAS. The Oklahoma City Air Logistics Center, a major Air Force Materiel Command depot located at Tinker Air Force Base, has been assigned the lead role in maintenance, repair and overhaul of MQ-9 Reaper turboprop engines and eventually airframes returning from Afghanistan. A former Strategic

Air Command base managed by the Oklahoma Space Industry Development Authority near Burns Flat, west of Oklahoma City, has struggled to make it as a commercial spaceport but could be repurposed for UAS. The Army National Guard flies RQ-7 Shadow and RQ-11 Raven UAS in restricted airspace at Fort Sill. Another military installation, Camp Gruber, has an agreement with the Federal Aviation Administration to fly small UAS. The Muldrow Army National Guard heliport at Lexington recently obtained an FAA certificate of authorization to fly the Shadow.

In June 2012, the Department of Homeland Security (DHS) chose the Oklahoma Training Center-Unmanned Systems (OTC-US) facility near Elgin as the test site for its Robotic Aircraft for Public Safety (Raps) program. Under Raps, the DHS is conducting operational tests and generating reports on the performance of small UAS for law enforcement, disaster response and firefighting applications. The reports will be made available to public safety agencies that are considering using unmanned aircraft in their operations.

The OTC-US is a unit of University Multispectral Laboratories, a nonprofit research institution operated for OSU by a private company, Anchor Dynamics. Through an agreement with Fort Sill, it has access to 200 sq m of restricted airspace from the surface to 40,000 feet.

The OTC-US facility is one of several locations, including Camp Gruber, Muldrow heliport and the aspiring spaceport at Clinton-Sherman Industrial Airpark, that Oklahoma intends to weave together into a UAS test-site network with interconnecting air “corridors” for unmanned aircraft.

The test-site network is a

resource Oklahoma can offer for what is considered the next prize in UAS commercialization: designation by the FAA as a UAS test range.

Six Ranges Required

The agency is required by both the 2012 FAA reauthorization legislation and the Fiscal Year 2012 National Defense Authorization Act to establish a UAS test program at six ranges. The competition is intense, with more than 30 states vying for the federal designation. The FAA is expected to announce its choice of ranges by the end of this year.

“Fort Sill range will be the original anchor because we’re already doing testing there,” retired brigadier general Dave Wagie, director of aerospace and defense economic development with the Oklahoma Department of Commerce, told AIN. “Our intention is to use multiple ranges as part of our state test site [proposal]. We certainly will explain that we have facilities and resources throughout the state. We feel we can present a comprehensive package for testing in the state.”

Oklahoma’s leaders are determined to create a UAS test-site network with or without the coveted FAA range designation. “To compete nationally, and to ensure longevity and sustainability, the state should declare the establishment of a state test site network and devise a suitable business, operational and management plan for its continued operation,” the governor’s UAS council advised. “In this way, Oklahoma will become a de facto leader in the integration of UAS into the NAS, even without designation as such from the FAA.” o

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EADS develops new passive counter-stealth Lockheed Martin’s Silent Sentry was the first such complete system to be publicized, and others followed, in both the West and the East. Now EADS Cassidian (Hall 2a, Stand A253) has gone public with a system it calls Passive Radar, which it began developing in 2006. It is a system that also has useful applications in air-traffic control, according to Cassidian.

“The principle of passive radar has been known for a long time,” said Elmar Compans, head of sensors and electronic warfare at Cassidian. “However, we have now integrated the latest capabilities of digital receiver and

A single passive radar system detecting reflections from FM, DAB and DVB-T transmissions can be carried in one mobile van, including displays and operator seating. The mast retracts to stow above and behind the vehicle, and all other external parts can be stowed inside when the vehicle is on the move.

CASSIDIAN

When Serbia shot down U.S. Air Force F-117 during the Kosovo war in 1999, skeptics of stealth claimed vindication.

However, that success was due to a combination of poor mission planning, smart air-defense operators exploiting both radar and ELINT sensors, some vulnerability in the first-generation platform–and pure luck.

Low-observable technology has moved on, and the F-22, F-35 and the latest UCAVs are stealthier than the F-117.

However, counter-stealth technology has also been further developed, including passive coherent location (PCL) techniques. In the late 1990s,

CASSIDIAN

by Chris Pocock

Target

Cooperative or Non-cooperative transmitters

Passive radar sensor

EADS Cassidian’s “passive radar” system incorporates enhanced versions of the principle of passive coherent location (PCL) illustrated here.

signal-processing technology to significantly enhance range and detection accuracy by monitoring various emitters at the same time.” Frank Bernhardt, project manager airborne and space radars for Cassidian, added: “I’m very proud of what our engineers have accomplished; we don’t know of any other system that has fused emissions from three bands.”

PCL is the capture and analysis of the radiation that is reflected from an aircraft as it flies through the fields of various transmitters, such as analog or digital radio broadcasters, television stations and mobile phone stations. By networking multiple PCL receivers, coverage of a wide area can be

New passenger scanner gets EU OK L-3 Security & Detection Systems is demonstrating its new ProVision 2 passenger scanner here in the group’s Paris Air Show pavilion (Static E17).

The equipment has just completed approval under the European Civil Aviation Conference’s Common Evaluation Process.

“This is our second personnel scanner to meet the EU CEP standard, following the qualification of the widely deployed ProVision ATD last year,” said Thomas Ripp, president of L-3 Security & Detection Systems.

The ProVision 2 is image-free, addressing passenger privacy concerns by indicating threats on a generic mannequin image monitored by security personnel. “By highlighting the specific locations L-3’s new ProVision 2 passenger security scanner has just completed the European approval process.

46 Paris Airshow News • June 18, 2013 • www.ainonline.com

of any items discovered, the system allows security personnel to conduct a localized investigation that improves the customer experience and provides a high rate of throughput,” the company noted.

The compact design of the ProVision 2 enables it to fit into checkpoint areas with ceilings as low as eight feet (2.4 meters), and it needs less floor space than its ProVision ATD predecessor.

The ProVision 2 features an open design that allows pas­sengers to maintain visual contact with their belongings throughout the screening ­ process. More than 1,000 ProVision ATD and ProVision 2 systems are in operation at nearly 250 airports worldwide. –N.M.

achieved. Further, PCL offers detection capacity in areas of radar shadow, such as mountainous terrain. It is capable of locating extremely low- and slow-flying objects. And, ironically, a PCL system is itself stealthy, because it generates no electronic emissions.

Cassidian’s first experimental passive radar system in 2008 covered only FM transmissions, but by 2011 the company had extended coverage to digital radio (DAB) and digital terrestrial television (DVB-T) transmissions. The system of antennas, a mast, processors and operator displays has been packaged to fit in a commercial van. It has already been evaluated by the German Office of Defense Technology and Procurement (BWB), and will be available for sale in 2015, says Cassidian.

Multi-static Architecture

Bernhardt is bullish about the system’s ability to detect low-observable aircraft. “Our multi-static architecture is a big counter-stealth advantage.

And stealth aircraft are coated against high frequencies, whereas we operate from 100MHz upward,” he said.

The Cassidian Passive Radar has a high detection-update rate (every 0.5 seconds); covers 360 degrees; has 3-D (meaning that it includes altitude) capability to about 40,000 feet; and demonstrates robust track continuity, especially during highspeed maneuvering, claims the company. “We can detect lowaltitude targets better than an active radar because of the low frequencies that we use,” added Bernhardt.

The system can exploit up to eight FM transmitters at a time, to give a location accuracy of 500 meters (1,650 feet) at the maximum range of 200 kilometers (125 miles). Only one DAB and one DVB-T frequency can

be exploited at one time, but an accuracy of 10 meters (33 feet) can be achieved, albeit at shorter maximum range of 50 kilometers (30 miles). But as noted previously, the Cassidian system can fuse data from all three bands.

The air-traffic-control applications could be used for gapfilling for temporary security during high-profile events, such as G8 summits, or where radar transmission frequencies are in short supply, or could pose a radiation hazard to bystanders.

“We could place a system on wind-turbine farms, that could automatically switch on anticollision lights when aircraft or flocks of birds approach,” suggested Bernhardt. He revealed plans to incorporate a Mode -S or Mode-5 emissions tracker into the system within the next year or so. The system could also find applications in ground and maritime surveillance, detecting small boats and protecting harbors and coastlines.

Cassidian plans to offer the passive radar system in various options that will be customerdriven, it said. These will include fixed, re-locatable and fully mobile options and single-to-multi locations. A choice of frequency bands will be offered, although Bernhardt admitted that a three-sensor system would be expensive.

In Europe, Thales Raytheon Systems also developed a PCL product a few years ago. However, a marketing manager at the company told AIN that it is not being offered currently. He said the technology certainly is promising, for both defense and ATC applications, but that more research and development is needed. o

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BILL CAREY

The second of three low-rate initial production (LRIP) lots of the P-8A Poseidon was cycling through the mission systems installation and checkout facility at Boeing Field a few weeks ago. The three LRIP lots will produce 24 jets.

P-8A Poseidon readied for submarine warfare

by Bill Carey The U.S. Navy’s next generation maritime patrol jet, the Boeing P-8 Poseidon, is months away from starting its first operational deployment, which will hasten the retirement of the venerable P-3C Orion turboprop.

Boeing (Chalets A324, B321) has ramped up production of the Poseidon as it nears full-rate production and initial operational capability (IOC) decisions from the U.S. Navy this year.

The company produced seven P-8s in 2012; this year it plans to deliver 11 jets, including three to the Indian navy.

The Boeing 737-800 military derivative completed initial operational test and evaluation by the Navy at Patuxent River, Maryland, in March. Low-rate initial production (LRIP) P-8As started arriving at Naval Air Station Jacksonville, in Florida, in March 2012. There, the Navy is training the first operational squadrons. The service plans to deploy Patrol Squadron 16 (VP16)–the “War Eagles,” with six Poseidons–to Kadena Air Base in Okinawa, Japan in December, bringing new capability to the Pacific theater. In order, the VP-5 “Mad Foxes” and VP-45 “Pelicans” will be the next squadrons to operate the P-8A. “We’re transitioning to operational capability,” said Rick Heerdt, Boeing P-8 program

manager. “Transitioning to operational capability is more than delivering airplanes, it’s delivering the entire capability that surrounds [them]. It includes training, logistics support, ground support equipment and the technical support that goes with deploying an operational capability.”

The P-8 will replace the Lockheed P-3C four-engine turboprop, first delivered to the Navy in 1969, to provide longrange anti-submarine warfare (ASW), anti-surface warfare (ASuW) and armed intelligence, surveillance and reconnaissance (ISR) capabilities. The Navy’s

program of record for the P-8 specifies 117 aircraft, in addition to six test aircraft. In December 2011, the Pentagon estimated the average procurement unit cost of the P-8 would be $198.6 million.

Poseidons will work in tandem with the new Northrop Grumman MQ-4C Triton, an unmanned Global Hawk derivative. The latter aircraft is also progressing; the Triton logged its first flight on May 22 from Palmdale, California.

LRIP2 Jets in Completion

The Navy awarded Boeing three LRIP contracts for the P-8A in 2011 and 2012 for a total value of $5.2 billion. The manufacturer was completing the second of the three LRIP lots that combined number 24 P-8As; it reported delivering nine jets as of May. Boeing also delivered the first of eight P-8Is ordered by India, the first

P-8A Simulator Training In April 2012, Boeing started operating what it calls the International MultiIntelligence Operational Lab Environment (I-MOLE) in Kent, Washington, to serve as a high-fidelity simulation laboratory for developing new capabilities and as an aircraft simulator for crew familiarization training. The 7,200-sq-ft facility contains a 737 flight deck with P-8 representative ­displays, a back end with five mission system operator consoles running mission-system software, and ISR “prototyping lines” to plug in sensors and develop system functions. The company has a contract with India to train Indian P-8I crews there through the end of this year. The first cadre of pilots, maintainers and mission system operators completed the training and returned to India.

U.S. Navy P-8A crews run through a separate, restricted lab environment, which Boeing established five years ago. The Navy maintains a P-8 systems integration laboratory at NAS Patuxent River for systems test and evaluation, and an integrated training center at NAS Jacksonville for crew training. –B.C.

48 Paris Airshow News • June 18, 2013 • www.ainonline.com

international buyer of the Poseidon. That aircraft arrived at India Naval Station Rajali on May 15. The schedule calls for delivering two more P-8Is this year, with the balance of five aircraft in 2014. The contract with India includes an option for four additional aircraft.

Australia, a second potential international customer, has expressed a requirement for eight of the jets and since 2009 has collaborated on a second-increment enhancement of the Poseidon, which is currently a baseline Increment 1 capability aircraft.

Egan Greenstein, Boeing P-8 business development director, said he was involved in 15 “campaigns” with other potential customers for up to 60 aircraft.

Last month, Greenstein led a walk-around of an LRIP 2 jet that was cycling through the company’s mission systems installation and checkout facility at Boeing Field. P-8 fuselages produced by Spirit AeroSystems in Wichita, Kansas, are shipped by rail to Boeing’s 737 manufacturing facility in Renton, Washington. The airframes are assembled with reinforced 737-900 wings as part of an “in-line” provisioning process that incorporates structural features unique to the P-8 during fabrication and assembly.

Boeing estimates that 80 percent of P-8 and commercial 737 structures are common. The aircraft are then painted and flown to nearby Boeing Field, where mission systems are installed.

A standard Poseidon crew consists of nine people: two pilots and a relief pilot, five mission system operators and one crewman for loading sonobuoys for launch. The five mission operator consoles line the port side of the cabin. The length of the fuselage is windowless except for two large observer windows, one on either side of the forward cabin. The aircraft is powered by twin CFM 56-7B engines and armed with four AGM-84 Harpoon anti-ship missiles on wing hard points.

In its belly is an internal weapons bay that accommodates five Raytheon MK 54 torpedoes or other armament.

Integrated Sonobuoy System

The Poseidon employs an integrated sonobuoy launch and acoustic signal processing system to detect, identify and track submarines. There are two sonobouy storage racks on each side of the fuselage in the aft section of the aircraft resembling wine racks. Each rack holds 48 sonobuoys for 96 total,

and there is storage capacity available for about 25 more–in total, 50 percent more capacity than on the P-3C. The 30-pound sonobuoys are hand-loaded into adjacent rotary launchers from ITT Exelis; these use compressed air to eject sonobuoys from the bottom of the aircraft. “They’re designed so that they can very rapidly deploy buoys under computer control,” Greenstein said of the launchers. “The mission commander designs a tactic [and] sends the tactic to the autopilot. The pilots accept it, and the airplane flies the pattern and deploys the buoys automatically.”

Another major P-8 sensor system is the Raytheon AN/ APY-10 multi-mode maritime surveillance radar, installed in an enlarged nose fairing on the aircraft. Among other systems, Northrop Grumman provides the aircraft’s AN/ ALQ-240(V)1 electronic support measures (ESM) system to detect and identify electronic threats; early warning self-protection system and embedded global GPS/inertial navigation system. The aircraft is fitted with an L-3 Wescam MX-20HD electro-optical/infrared (EO/IR) sensor turret. GE Aviation supplies the flight management and stores management systems, and BAE Systems provides the mission computer system.

New capabilities are being added as engineering change proposals to the P-8 baseline program. Increment 2 will introduce an automatic identification system transponder and receiver, Multi-static Active Coherent (MAC) wide-area acoustic search system and high-altitude ASW weapon capability between 2014 and 2016. Increment 3 is planned to field in FY2020, and includes communications upgrades, a “net-enabled antisurface warfare weapon” and a guidance update to the high-altitude ASW weapons capability, according to the Navy.

Boeing has been evaluating platforms for a smaller maritime surveillance aircraft (MSA) based on the P-8 system architecture. Tim Peters, Boeing general manager of mobility, surveillance and engagement, said the MSA would have a maritime surveillance radar different from that of the P-8, and be offered for “somewhere about a third of what a P-8 would cost.” o

French SME intros new vibration dampener

by Thierry Dubois Smac Aero, a Toulon, Francebased company specializing in elastomers for soundproofing and vibration dampening, is here at the Paris Air Show (Hall 2B C140-158) exhibiting Smacpreg, a combination of pre-impregnated (prepreg) carbon fibers with a layer of rubber. As CEO Philippe Robert said during AIN’s visit to the company’s development and production facilities, the new product is suited to fiber placement robots. It is easy to cure along with the basic composite material, he added.

A similar product, Smacwrap, consists of a very thin ribbon (between 0.1 and 0.2 mm thick) of rubber designed for utilization by a fiber placement machine.

Smacwrap is sold without prepreg. Even a very small amount of that viscoelastic material is claimed to bring effective dampening to a composite structure, when it is located strategically in the structure’s core.

Smacwrap and Smacpreg have no aerospace application yet but Robert is optimistic, largely because he has sold Smacwrap samples to some airframers, and both products are said to be five times lighter than its original Smacsonic.

Used on Dassault Falcon business jets, Smacsonic is a thin plate of aluminum or carbon, covered with a layer of Smactane viscoelastic rubber. It sticks to the interior of a fuselage via double-sided adhesive. The principle is to dissipate, between the fuselage and the plate, the vibrations caused by fuselage flexural modes. Smacsonic weighs between 0.51 and 0.61 pounds per square foot.

In addition to providing it for use on Falcons, Smac Aero has introduced Smacsonic for use on the Boeing 787 and Airbus A350XWB. “Boeing was already using this kind of concept but this is the first time we have signed a deal with the U.S. manufacturer.

We supply Smacsonic for half of the 787’s fuselage,” Robert said.

On the A350XWB, Smacsonic will be used on doors–about 160 sq ft per aircraft.

Smacpreg, Smacsonic and the company’s other products are indicative of how active–relative to its size–Smac is in research and development. While it has only 42 employees, three engineers create

several elastomer formulas per month. The research-and-development laboratory has just been

expanded from 1,600 to 4,300 sq ft, a €200,000 ($260,000) investment, Robert said.

Smac has been working, as part of a joint research project with Snecma, on the Leap engine’s fan blade. One layer of elastomer is applied to the composite blade, with the engineering goal of forestalling the onset of flutter. o

Smac’s engineers create new elastomer formulas every month.

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www.ainonline.com • June 18, 2013 • Paris Airshow News 49

by Chris Pocock MBDA Germany is claiming a world’s first in the development of high-energy laser weapons after coupling together four commercially available 10kWindustrial lasers to achieve a 40kW weapon that can intercept and destroy incoming rockets, artillery and mortars (RAM).

Small aerial vehicles, such as UAVs, are also on MBDA’s target list, but the company says power supply challenges still preclude adding lasers to aircraft for defensive purposes.

“We are leading the world in this technology,” claimed Peter

Heilmeier, head of market and business development, MBDA Germany. He described several successful tests since 2008, including one in the Bavarian mountains in 2011 that fired a 10kW-laser beam toward a target at a slant distance of 2,350 meters (7,700 feet) and an altitude gain of 1,000 meters (3,300 feet). The source comprised two 5kW lasers; MBDA’s patented beam-coupling technique achieved good beam quality.

That performance would be sufficient to bring down, for example, a UAV.

A demonstration of MBDA’s high-energy weapon’s ability to counter incoming fire produced this result on mortar shells.

UAE firm aims to be third in UAV hierarchy

by Peter Shaw-Smith While the long-term goal for unmanned aerial vehicles (UAVs) is for 80 percent of their uses to be in the civilian sector, their main uses currently remain in the military sphere–although their role in border surveillance and disaster situations is increasing. This is according to Ali Al Dhaheri, the Emirati founder and CEO of Adcom Group, an Abu Dhabi-based manufacturer that aims to make the United Arab Emirates (UAE) the number-three UAV producing nation behind the U.S. and Israel.

Adcom Systems is a diversified group of companies that manufactures UAVs, aerial targets, air traffic control radar systems and advanced communication systems. The group was founded 23 years ago, and comprises 20

companies. Its headquarters is in the Industrial City of Abu Dhabi (ICAD) at Mussafah, Abu Dhabi.

“We specialize in unmanned aircraft, drones and targets. We’d like to expand our business in the international market. [Among other regions], we are looking at North and South America,” said Al Dhaheri. “We are very clear. I am the general designer. We do everything ourselves. We don’t depend on any foreign technology. We use our own technology.

Most of our profits go directly to research and development in the UAE.” The UAE military has been a client for 20 years, he said, and Saudi Arabia and other Gulf countries are also on the company’s order books. “We are trying to [obtain] licenses in other

50 Paris Airshow News • June 18, 2013 • www.ainonline.com

Last year, the company tested a 40kW laser beam that proved it could destroy 40-mm/1.5-inch-thick steel plates at a range of 500 meters (1,600 feet). MBDA returned to the Bavarian range to demonstrate a complete combat sequence, using highly sensitive, four-channel mirror optics to track a target with an unpredictable trajectory and precisely adjust the laser beam.

“High-power laser weapons will soon provide an answer to conventional and asymmetric threats,” said Heilmeier. “They are characterized by precision at long ranges, minimum operating costs and the avoidance of collateral damage.” Other advantages include minimal logistics (no need to store and transport ammunition) and the

PHOTOS: MBDA

MBDA ups laser firepower for nonmobile applications

MBDA has claimed a world’s first in combining industrial lasers to create a high-energy weapon with military applications.

possibility to scale the weapon and the power of its response to an approaching target.

MBDA believes that the first practical application for laser defense, achievable within the

MBDA’s high-energy laser weapon uses highly sensitive, four-channel mirror optics to track targets and adjust the laser beam.

countries. We are rushing to be number-three in the world. The U.S., Israel and us; we three are the biggest players [in UAVs].

“Civilian use is just becoming popular. Applications in advanced countries like the U.S. may be limited, but now they want to use [UAVs] and find them cost-effective. If there is a forest fire, it’s nice to keep human beings away. Our objective is that if we can save one life from natural disaster, we are a winner. This is our aim,

especially in advanced countries like the U.S., Russia or South America. Our aircraft are capable of carrying a lot of sensors and communications networks.”

Al Dhaheri singles out one of the group’s newest products: the United 40. With a length of 11 meters and a wingspan of 20 meters, this medium-altitude long-endurance UAV is designed for missions as diverse as near real-time combat assessment, battle-damage assessment, battlefield intelligence preparation,

The medium-altitude, long-endurance Yabon United 40 UAV is produced by the Adcom Systems group of companies, which is based in Abu Dhabi.

next five years, will be the protection of military camps and critical infrastructure. The selfdefense of ships and ground vehicles could be next. But the protection of aircraft–both civil and military–“is not yet under investigation,” according to Heilmeier.

Mobile applications are the most challenging because of the high electrical current that must be generated. In the U.S., the only unclassified project involving the airborne firing of a laser weapon, a megawattclass, chemical-oxygen-iodine laser (COIL), was canceled in late 2011.

MBDA is using a combination of company funds and grants from the German Federal Office of Defence Technology and Procurement (the BWB). It is now pitching for a development contract. o reconnaissance and humanitarian aid, as well as border surveillance and communications relay.

“The United 40 has been seen at the Dubai Airshow. It is a very popular aircraft, a new design, new concept and new aerodynamics,” he said. “It has the capability to carry one [metric] ton maximum takeoff total, and carries all types of cameras.

It has generated a good deal of interest in America, Russia and other countries. I designed the Yabhon United 40 myself.”

Al Dhaheri called opportunities at the Paris Air Show “lucrative,” and said his company had already attended the event a number of times. Africa is a major target for company sales in coming years, although the U.S. and Europe are also sources of good business, he said. A typical UAV will sell for $6- to $10 million, he added. “The Paris Airshow is one of the biggest in the world. We have participated a few times and found it very lucrative to introduce our products on the international market.” o

PHOTOS: RICK ADAMS

AgustaWestland FFSs serve global markets

by Roger Boudreau AgustaWestland is in an expansive mood when it comes to civil rotorcraft training. The northern Italy-based helicopter manufacturer recently installed a new CAE-built AW139 fullflight simulator (FFS) at its primary training center in Sesto Calende and plans to add FFSs for the new AW189 and AW169 designs by 2014 and 2015, respectively. In addition, the company has recently launched courses in Switzerland and Malaysia, and anticipates future training expansion into the UK and Russia. The Middle East and South America are on its radar, as well.

The Finmeccanica subsidiary also offers in-aircraft flight training at its Cascina Costa and Vergiate plants in the picturesque lakes region near the Italian Alps, as well as ab initio training at Frosinone, south of Rome. Meanwhile, on the U.S. East Coast, pilot and maintenance technician training are available at either end of the New Jersey Turnpike (Morristown to the north, Philadelphia to the south).

“We’ve got a pretty good handle, certainly, on where we want to go in the future and the journey we’ve been on in terms of providing the best possible level of training,” said John Ponsonby, AgustaWestland’s senior v-p, customer support and training services during a recent demonstration of the new AW139 FFS. AgustaWestland (Chalets A260, A232) has been delivering training for customers since 1965, and in 2001 formed the Rotorsim joint venture with Canadian simulator manufacturer CAE. The JV went operational seven years ago in the historic SIAI Marchetti plant, which dates

to 1915, and the Sesto Calende training academy north of Milan is now named for aircraft designer Alessandro Marchetti. Rotorsim launched AW109 training in 2006 (currently, E, LUH and Nexus variants), followed by the AW139, and then further AW139 capability in Morristown, near New York City, in 2008.

Last year, the various AgustaWestland centers trained almost 5,000 students (split roughly equally between pilots and technicians) from more than 40 countries. Synthetic flight hours exceeded 22,000 and aircraft hours numbered more than 7,000. Training customers include CHC, PHI, Ornge, Mitsui, Inaer Spain and Italia, the Algeria gendarmerie, and the New Jersey State Police.

AgustaWestland’s in-house development capability ranges from multimedia to simulators, including this flat-panel trainer.

Rotorsim’s new CAE-built AW139 full-flight simulator at the Alessandro Marchetti Training Academy in Sesto Calende, Italy.

Latest Technologies

The CAE 3000 series levelD AW139 FFS is showcased in the new Building 16 on the Sesto Calende campus, which also houses a mission simulator and ancillary training devices for the joint NH 90 training program, which Rotorsim manages for the Dutch military. The building is designed to eventually accommodate up to nine FFSs, five flight-training devices, classrooms and a few dedicated customer offices. It also has a rooftop helipad.

The 3000 series simulator incorporates CAE’s latest visual and motion system technologies, leveraged from the Montreal company’s experience producing more than 100 helicopter simulators for military customers. The visual display is a 210-degree horizontal by 80-degree vertical field-of-view direct projection dome, about

Full-scale maintenance trainer in development at AgustaWestland’s facility in Sesto Calende, Italy.

one third deeper than the traditional 60-degree vertical limit for collimated displays. “There’s a continuous visual flow all the way down, including through the chin window beneath your feet,” explained Philippe Perey, CAE senior director, strategy and business development–helicopters.

The level-D vibration system “is not just a seat shaker. It shakes the entire cockpit,” said Perey.

The helicopter-specific image generator features databases for urban environments with ground and rooftop heliports as well as the geo-specific ocean scenarios required by oil and gas industry clients–with highly detailed representations of real-world

AgustaWestland Training Centers ITALY Sesto Calende (Rotorsim)–AW109E/LUH/Nexus and AW139; AW189 by 2014, AW169 by 2015; military NH90 N2 and T1.

Cascina Costa and Vergiate–flying training Frosinone–ab initio flight training organization (FTO)

MALAYSIA Kuala Lumpur–AW109 Power, GrandNew and AW139 SWITZERLAND Zurich (authorized training center)–AW139SP

USA Flying over Rome in Rotorsim’s new CAE 3000 series level-D full-flight simulator for the AW139 helicopter.

Morristown, N.J. (Rotorsim)–AW139 Philadelphia, Pa.–AW109, AW119 and AW109

rigs “all positioned at their exact locations.” Maritime models incorporate 3-D sea states, lowaltitude height and speed cues such as rotorwash recirculation effects and air turbulence around oil rigs, moving ship superstructures and mountain peaks or canyons. The focus, Perey emphasized, “is on mission training in adverse environments.”

The original AW139 FFS in Sesto Calende is being upgraded with new LCD projectors and a refurbished image generator, and is expected to return to service this summer.

In May, training began at the new AgustaWestland Malaysia training academy, located at Kuala Lumpur’s Sultan Abdul Aziz Shah Airport in Subang. Initial courses are for the AW109 Power, GrandNew and AW139 types, with the AW169 and AW189 expected as the market grows.

At Yeovil, 200 kilometers west of London, UK government funding will help establish a civil helicopter and tiltrotor center, including a training academy in conjunction with the Newquay Cornwall Airport “aerohub.”

Training capability in Russia is also anticipated as part of AgustaWestland’s HeliVert joint venture with Russian

Helicopters in Tomilino, near Moscow, where glass-cockpit AW139s are being assembled for the growing CIS market. “There will clearly be a requirement.

It will emerge; it has emerged,” Ponsonby said. He added, “Language is a very basic issue.

My position is that, in the Russian market, training in Russian is a more effective way of delivering the output.”

AgustaWestland’s vision is to be a turnkey, customized solutions provider, producing a full range of training aids and services, from multimedia to fullflight simulators, including procedures trainers, maintenance training devices, distance learning, and even facilities infrastructure development and instructors.

One example of this comprehensive package approach is a simulator developed in the past year for Switzerland’s Rega air ambulance service. The high-altitude search-and-rescue operator is now flying a fleet of AW109SP “Da Vinci” helicopters, for which they provided considerable design input to AgustaWestland.

The level-B AW109SP FFS, located at Swiss Aviation Training at Zurich’s Kloten Airport, is the only such simulator in the world. Cockpit technology replicated includes the Flight-Logic synthetic-vision electronic flight instrument system (Efis), helicopter terrain awareness warning system (Htaws) and Highway in the Sky (Hits).

AgustaWestland is also hoping its “family” concept of commonality between its aircraft types will lead to not only lower support costs but reduced training time as well. Rather than go through a traditional type rating for each aircraft, a pilot or maintenance technician might instead take an abbreviated “differences” course, leveraging his or her knowledge of the AW139 to add ratings for the new AW169 or AW189. o

www.ainonline.com • June 18, 2013 • Paris Airshow News 51

Engine growth helps to bolster GKN’s civil sector expansion

by Charles Alcock With defense budget cuts starting to bite, GKN Aerospace (Chalets B73, Hall 2b F 140) is stepping up its efforts to reduce dependence on military ­business. At a recent press briefing, the UK-based group’s CEO Marcus Bryson

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predicted that in 2013 almost 70 percent of revenues are likely to come from civil orders, with Airbus remaining its largest customer (accounting for 32 ­percent of revenues in 2012). “We don’t see defense as being a growth sector for

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00 Paris Airshow News • June 18, 2013 • www.ainonline.com 52

GKN has made a large investment in its composite spar manufacturing facility at Western Approach, near Bristol in the UK, and plans to make similar investments at its other facilities.

the next four to five years,” he said.

Despite losing some new wing strucIf GKN’s aerospace division achieves tures work for the A320 to Korea Aeroits goal of logging $3.5 billion revenues space Industries last year, Bryson told this year, it will have more than quadru- AIN that GKN’s existing contributions pled its business in the 10 years since to the narrowbody will continue on the 2003, when revenues were under $800 new A320neo. He predicted that GKN is million. Winning aerostructures work on set to win increased content on both the new programs such as Boeing’s 787 and Neo and the rival 737 MAX program. the Airbus A350XWB have been big facRecent investments at GKN’s Westtors, but the group’s expansion into the ern Approach factory near Bristol have, growing engine structures sector has also according to Bryson, taken the techrepresented a leap forward. nology and manufacturing prowess for GKN’s acquisition of Volvo Aero, its wing spar work to a new level and completed in October 2012, is starting to the company wants to match this at its bear fruit. This year, the addition of the other facilities. But he added that GKN Sweden-based engine systems manufac- does not want to compete for work at turer is expected to boost total all costs. “I don’t want to be revenues from GKN’s aerospace making bucketloads of secdivision by around $700 milondary structures,” he said. lion to $3.5 billion. Assuming “We have offloaded some GE’s planned acquisition of Itaproduction to other compaly’s Avio goes through, GKN is nies’ factories.” set to become the world number Meanwhile, GKN contintwo in the engine systems marues to expand its own manket. Recent research by the Teal ufacturing presence in both group has indicated that this secMexico and China. At the tor is set to grow in value by 15 same time, it has opened a new percent over the next five years, factory in South Carolina, largely driven by increasing proclose to Boeing’s airframing Marcus Bryson duction rates of commercial airfacility in the state, and Bryson liners and large business jets. indicated that he increasingly views the According to Bryson, the acquisition U.S. as being a prime location for low-cost of Volvo Aero has given it a significant aerospace manufacturing. position on the leading programs of the “We’re now in a great position with three leading engine makers: GE/CFM, great technology and we’ve also got an Rolls-Royce and Pratt & Whitney. Much excellent set of business relationships of the growth in revenues is expected that are at a very high level,” Bryson conto come from high production rates of cluded. “The perception [of GKN] by CFM International’s Leap turbofan fam- customers is now very different in that ily, as well as from Pratt & Whitney’s rival they come to us more to fix problems Geared Turbofan products and Rolls- [rather than just make products] and this Royce’s Trent XWB. means they are looking to de-commodThe enlarged engine systems division itize [the business relationship].” o consists of 16 facilities in six countries, and it is also involved in programs such GKN Hails as GE’s new GE9X (for Boeing’s 777X UK Government Support development) and the Trent 1000. In 2012, aerostructures accounted for 53 percent GKN Aerospace CEO Marcus Bryson has of GKN Aerospace’s revenues and engine praised the UK government’s March 2013 structures delivered 42 percent (with 5 perdecision to provide £1 billion ($1.5 bilcent coming from special products such as lion) in funding for the country’s aerospace anti-icing systems and fuel tanks). sector as “transformational change.” The The group’s engine portfolio now spans package requires industry to match this inthe following product areas: nacelles and vestment and is based on the creation of an inlets; fan blades; compressor disks and aerospace technology institute. blisks; fan cases; compressor rotors; “This moves research and development combustor structures; compressor and from a political time frame to a business turbine blades; LPT case; guide vanes; time frame that runs through the term of the turbine structures; engine system design; next administration,” said Bryson. “I’ve nevand full engine maintenance, repair and er seen anything like this in my time in the overhaul. “With the acquisition of Volvo industry. The government has done its bit Aero we got a prime contractor that is and it’s up to industry now. With the new tax also a tier-one supplier, and we bought it benefits for R&D work this makes the UK a for its engineering capability that allows very competitive environment.” –C.A. it to design and build a complete jet engine,” said Bryson.

India’s procurement policy too slow

by Neelam Mathews As vendors await the announcement of belated contracts, India continues to grapple with its ever-changing defense procurement policy, with the latest–DPP 2013–announced and effective from June 1. The focus of DPP 2013 is on buying Indian defense products even though these can only fill a fraction of the country’s requirements. It is being viewed as a kneejerk reaction to bribery allegations surrounding the procurement of AgustaWestland AW101 VVIP helicopters.

“The new procedures will give further impetus and a new momentum to indigenization,” Defense Minister A.K. Antony said recently. “We also [want] to aggressively pursue indigenization, especially after our many experiences,” he said. A ‘Buy Global’ approach is now seen as the last resort, although DPP 2013 leaves ample scope for single-vendor and foreign military sales (FMS) contracts if the requirement is urgent. By dollar value, most U.S. sales to India have been through the government-to-government (that is, the FMS) route.

India’s defense manufacturing has a long way to go before it starts to deliver fully-fledged aircraft. A move toward this is a request for proposal for 56 transport aircraft which, for the first time, keeps government publicsector undertakings out of an RFP. This leaves foreign OEMs freedom to choose their Indian

private partners. “If the government had confidence in its industry, it should have released the RFP to Indian companies and let them be responsible for the final product,” one OEM executive told AIN. Under the “Buy and Make” category of the DPP, foreign sellers are required to facilitate in-country manufacture. This will need a relaxed procurement regime with an increase in foreign direct investment (FDI), presently capped at 26 percent for foreign companies (assuming they are unwilling to transfer technology relating to high-technology products–usually this is because of intellectual property rights concerns and an absence of board control).

The DPP 2013 does not address this vital issue: “If a foreign defense firm can have 74-percent ownership over a joint venture (JV) in India, it could leverage Indian engineering capabilities at lower costs, invest capital in areas such as technical training universities and ancillary infrastructure, and in manufacturing,” conjectured another OEM. “Thousands of engineers could receive training in manufacturing high-end defense platforms; and millions of dollars of technology would be transferred to the JV, delivering a capable product to meet an RFP for a certain capability.”

The MoD, however, continues to resist the commerce ministry’s interest in raising the FDI

cap. The defense minister’s scientific advisor, V.K. Saraswat, expressed concern last month: “Though [foreign] participation is welcome,…if we increase FDI, we have a fear our indigenous capabilities will be controlled.” Saraswat suggested that a “case-to-case basis” approach could be taken with a cap of up to 45 percent.

While new ventures in India are seen as difficult, given bureaucratic hurdles, some OEMs, such as Sikorsky, have turned it to their advantage. A JV with Tata Advanced Systems Ltd. to manufacture cabins for S-92 helicopters in Hyderabad in south India has resulted in the facility becoming

the sole global supplier, with production now being increased to four a month. “The project has created a record in India. We worked with precision timing. It took the company 181 days from the time we signed the greenfield project until manufacture. It’s a great success story,” AJS Walia, regional executive, Sikorsky, told AIN. It is likely the company will apply for offset credits if it wins some of the helicopter deals that are currently in the offing.

With more than 5,000 components going into the manufacture of each cabin, sources suggest that Sikorsky may enter into a JV to manufacture precision components in India, a JV that could also be used for fixedwing aircraft components.

Offsets are big business, as OEMs have to plough back at least 30 percent of the contract

Sikorsky S-92 cabins are now being manufactured in India under a joint venture with Tata Advanced Systems. The facility recently increased production to four units per month.

value into India. However, the approximately $5 billion of investment that has been attracted through “offsets” since 2007 has failed to establish a significant defense industrial base in the country. Once the 126 medium multi-role combat aircraft (MMRCA) and other pending purchases are factored in, total offset commitments to India will exceed $11 billion.

“It is clear that the latest policy announcement is directed to support the local development of Indian industry…International companies [previously] had to depend on a handful of large companies to satisfy offset obligations. Now the policy opens up the market for small and medium enterprises as it provides offset incentives to the OEMs to work with them…OEMs are likely to get value for money [with multipliers], making the project more commercially viable,” said Bimal Sareen, CEO of Avaana and a director at OIS. There are other bright spots as well. For example, transfer of technology in aviation maintenance, which in the past has been reserved primarily for government bodies, has now been thrown open to private bidders.

This is “…expected to have a positive impact on private sector participation in MRO,” said a recent Ernest & Young report. Dualuse items will not require licensing, bringing added clarity to the licensing process, the report adds.

“Critical technologies required by the country should be identified and clearly defined before a contract is signed,” a senior official at an Indian OEM told AIN. o

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www.ainonline.com • June 18, 2013 • Paris Airshow News 53

Remote tower systems undergo tests in Norway

by Bill Carey “Remote tower” ATC systems advanced by Saab have passed site acceptance testing in Norway and Sweden, paving the way for broader acceptance of the technology at small and regional airports that have no manned tower or a tower that is temporarily staffed during the day.

In April, Saab announced that the remote tower (r-TWR) system being tested for Norwegian air navigation service provider (ANSP) Avinor passed site acceptance at the Værøy Island Heliport. Earlier this year, Saab said the r-TWR system developed for LFV, Sweden’s ANSP, passed site acceptance at Sundsvall and Örnsköldsvik airports, an industry first. The system then entered formal certification testing; commissioning by Sweden’s transport authority is expected this summer.

The r-TWR concept combines the ATC functions of

multiple small airports at one centrally located facility, or remote tower center (RTC).

The system links, in real time, cameras and sensors installed at the airports and feeds the information to controllers at the RTC, where it is streamed live on multiple LCD displays.

The system can integrate camera views, radar data and wind and weather information in a 360-degree “virtual” display of an airport corresponding to a pilot’s head-up display.

“Remote towers hold great potential for safe, cost-effective delivery of air traffic services to new locations and as a replacement for outdated facilities,” said Ken Kaminski, Saab ATM general manager. “It also opens the opportunity to merge multiple tower operations into one center for more efficient services.”

The Værøy heliport is served by just four scheduled flights per day. Saab’s r-TWR system

A controller staffs the remote tower center at Sundsvall, Sweden, which manages two airports.

Operational certification by Sweden’s transport authority was expected this summer.

provides aerodrome flight information service (AFIS) officers at the Bodø RTC with high resolution video of the daily helicopter operations. The AFIS officers control all sensors and airfield lighting. Saab said it is also testing an infrared camera at Værøy for managing operations at night and in bad weather. The r-TWR operation is serving the Single European Sky ATM Research (Sesar) effort to validate AFIS service.

In Sweden, Saab and LFV established an RTC at Sundsvall to manage operations at Sundsvall Härnösand and Örnsköldsvik airports. Sundsvall and Örnsköldsvik, both located along Sweden’s Baltic coast, lie about 78 miles (125 kilometers) apart. Saab first demonstrated the r-TWR system at Ängelholm Airport, a former military base, in 2009. Pia Johansson, LFV marketing manager, said the ANSP is “compiling new

Saab taps India for remote ATC towers As air traffic grows at a frantic pace, India is having to deal with the chal- technology gap is huge. The issue is mostly for the air navigation service lenges posed by aging air traffic management (ATM) infrastructure and providers (ANSP) to convince themselves [that this is the right option].” the need to train more air traffic controllers (ATCOs). Progress is being Also, the price justifies the buy: a remote tower costs approximately €2 made, however, despite a very limited budget. For example, Saab (Cha- million ($1.5 million) compared to a concrete tower that includes construction lets A278, Static D146)–the first company to introduce the remote tower plus hardware costs. having spent five years developing and demonstrating them globally–is in Technology within the r-TWR is based on the incorporation of different discussions with the Airports Authority of available surveillance sources such as India (AAI) to set up a pilot remote tower A-SMGCS (advanced surface movement (r-TWR) by 2015. guidance and control system), e-strip, Saab’s acquisition of U.S Sensis and AMAN (arrival manager), DMAN (deparHITT of The Netherlands, gave it a market ture manager) and RDP (radar display). advantage in India as both companies are “In addition to this, a new element associated with major programs, includof camera surveillance is implemented, ing ground movement control systems at vastly enhancing an ATCO’s situational Mumbai, Chennai and Kolkata airports. awareness,” said Sahlberg.

The amalgamation of the companies is The remote airport system includes now being marketed by Saab India Techhigh resolution digital cameras, pan-tilt nologies, and they are looking to build on camera with zoom capabilities, video each other’s strengths in the domain of encoding, microphones, signal light gun ATM through a direct India presence. meterological sensors and integrated Saab’s discussions on remote towtower systems (lights, navigational aids Saab remote tower in Bodo, Norway ers are concentrated primarily on tier 2 and distress alarms). and 3 cities in India that have few moveThe only constraint in India is the ments (two to 50 per day) and for remote centers for clusters of two to lack of a fiberoptic communication infrastructure. “But with 4G to be introfive airports. The long-term benefits of this concept include reduced costs duced, India is getting there,” Sahlberg said. relating to construction and maintenance of airport control towers, as well Asian skies are also on the radar of the Saab Group. Talks continue as more efficient staffing of air traffic services (ATS), said Saab. with China, which shares with India issues related to rapid growth. “Like “The planned growth of the Indian aviation sector needs to ensure that India, China is conscious of reducing costs,” said Sahlberg. In addition, the the current costs do not escalate,” said Michael Sahlberg, marketing direc- Association of Southeast Asian Nations Open Skies agreement, to be fully tor for India, C4I solutions. “If you build concrete towers, it will become implemented in 2015, may be an opportunity to tap where “services could more expensive; remote towers trim operational costs and ensure better be sold to neighboring friendly countries,” adds Sahlberg. utilization of the workforce that India has a shortage of,” he added.

Presently, the company has a pilot program for Adelaide Airport with a Mindsets need to change the world over, said Sahlberg. While the remote center that controls Alice Springs Airport 1,500 km away. The trials are remote tower is fully integrated with existing systems, it can unnerve con- to start in the third quarter this year. Sundsvall and Örnsköldvik airports in Swetrollers initially not to be sitting high up with a view of the airport. “The den will become operational by the end of September, while in Norway, trials father is the buyer, while kids will operate the system,” said Sahlberg. “The at Bodö are ongoing, as is certification at Vaeroe and Roest airports. –N.M.

54 Paris Airshow News • June 18, 2013 • www.ainonline.com

methods and regulatory frameworks for the air traffic controllers who work with LFV remote tower services.”

Saab is also deploying a r-TWR system for Airservices Australia at Alice Springs Airport in central Australia, using ATC provided from a remote tower center in Adelaide, about 950 miles (1,529 kilometers) away. Airservices Australia has been studying the technology since 2010. The ANSP is evaluating its use in the remote and harsh conditions of the country’s interior.

The technology “is really catching on,” Marc Viggiano, president and CEO of the company’s U.S. arm, Saab Sensis, told AIN. “The amount of interest we’re getting in that is significant. The business case is pretty powerful for ANSPs to be able to provide service at sites around the clock where it was not economically viable to do that.”

Remote tower installations can expand ATC coverage at airports that have manned towers only during the day or during high traffic periods, Viggiano said. Thus far in the company’s experience, controllers have not opposed r-TWR technology for potentially eliminating their jobs.

“We see controllers really embracing the technology,” he said. “They learn new ways of operating. It’s not like we’re displacing somebody from a job. There’s still a controller there; he just doesn’t necessarily have to be up in a tower above the Arctic circle doing the work.” o

China reportedly has signed a deal for 24 single-seat multi-role Sukoi Su-35s.

Deliveries are expected to begin in 2015.

have asked Russia to create a joint center for repair and maintenance of Sukhoi fighters and Mil Mi-17 and Mi-35 helicopters in Indonesia. He believes the agreement could be signed before the planned rotation of the armed forces chiefs in the second half of the year. After the rotation, Russian salesmen expect resumption of negotiations on follow-on orders for the Su30MK2 and even more advanced Su-35s, as well as other weapons on the Indonesian wish list.

China Signs for Su-35s

Combat jets drive Russian arms sales

by Vladimir Karnozov Russia won export orders for weapons exceeding $15 billion and delivered weapons worth $14 billion in 2012, compared with $13.2 billion of weapons in 2011, “Surely, Russia will continue cooperation with her traditional partners in the sphere of military-technical cooperation,” Russian president Vladimir Putin told a meeting of the government’s committee for military-technical cooperation with foreign companies in December. “But it is of not less importance to us to enter new markets, expand the nomenclature of deliveries and services.”

According to figures provided on the Russian president’s official website (www.kremlin.ru), the largest buyers of Russian weapons last year were India (27 percent), Algeria (21 percent) and Vietnam (18 percent). Russia also signed a breakthrough deal with Iraq worth $4.2 billion, which included M ­ i-28NE helicopters and Pantsir S1 air-defense systems.

Russia’s backlog of export orders for military equipment is estimated at $40 billion, down from the record of $50 billion in 2010. The backlog is expected to stay flat in the next three to four years and then gradually decrease.

Bangladesh Orders Yak-130s on Credit

Rosoboronexport, Russia’s arms vendor (Chalet B367 and Hall 4 Stand D187), used LIMA 2013 (in Langkawi, Malaysia, March 26 to 30) as its platform to report on its most recent achievements in military sales.

For Bangladesh, which is seeking to buy 24 Yak-130 jet

year-end. Sjafrie Sjamsoeddin, deputy defense minister, was quoted as saying Indonesia plans to have a full squadron of 16 Sukhoi Su-27/30 fighters by the end of this year. Earlier, his colleagues voiced Jakarta’s ultimate intent to form 10 Sukhoi fighter squadrons comprising 180 aircraft within the next 15 to 20 years.

Victor Komardin, Rosoboronexport deputy director general, told the media at LIMA 2013 that Indonesian officials

trainers with added precision strike and air defense capability, the Russian government recently opened a credit line of $1 billion for weapons purchases. Focus on a single type allows the Asian country to increase the number of aircraft it ordered and facilitate programs for personnel training, infrastructure, spares and weapons stores.

Previously, Bangladesh considered a follow-on order for MiG-29 series fighters, but apparently found the lighter and newer Yakovlev better suited to its requirements. However, Bangladesh may place an order to modernize eight previously delivered MiG-29s into more advanced MiG-29SMTs.

India Is Biggest Importer

India is another enthusiastic buyer of Sukhoi jets. Today, 15 out of 32 Indian air force fighter squadrons operate Su-30MKI multi-role fighters. Alexander Fomin, director at the Federal Service for military-technical cooperation with foreign countries (FSVTS) and the head of Russian official delegation to Aero India 2013, said that Russia continues selling weapons to India on a large scale, despite losing a number of international tenders recently. He added that India’s share of Russia’s military exports is nearly 30 percent, making India the largest importer of Russian weapons.

President Putin, during his visit to New Delhi in December, witnessed the signing of several major arms deals. The largest of those calls for the shipment of 42 additional Su-30MKI kits for subsequent assembly at Hindustan Aeronautics Ltd. (HAL). The value of that deal is estimated at $3 billion. This recent order supplements earlier signed contracts for a total of 230 such fighters. o

Cabin video control moving at lightspeed

Indonesia Building Fleet of Flanker Fighters

This March, Anatoly Isaikin, director general at Rosoboronexport, announced that Indonesia had placed a follow-on order for six more Sukhoi Su-30MK2 twin-seat multi-role fighters. The deal also includes an unspecified number of Saturn AL-31F engines and other equipment needed to keep the growing Indonesian Flanker fleet intact. To facilitate further sales to Jakarta, the Kremlin-controlled VEB Bank provided the Indonesian finance ministry with an export credit facility worth $399.5 million for a seven-year term.

Following the delivery of new aircraft in February, the Indonesian air force’s current Sukhoi fleet comprises 12 aircraft: two Su-27SKs, three Su27SKMs, two Su-30MKs and five Su-30MK2s. Four more Su-30MK2s are expected by

More weapons sales are pending to China. Russian officials confirmed during a briefing at IDEX 2013 in Abu Dhabi that preliminary documents had been signed for the Sukhoi Su-35 multi-role fighter.

The new deal for 24 Sukhoi Su35 single-seat, multi-role fighters would be worth $1.5 billion, with deliveries expected to start in 2015. China and Russia signed the intergovernmental agreement in January, according to Vyacheslav Dzirkaln, deputy director at Russia’s Federal Service for Military-Technical Cooperation (FSVTS), following decisions made during Russian defense minister Sergei Choigu’s visit to Beijing in November 2012.

Dzirkaln added that the work on a firm contract is ongoing “in a planned manner” as the sides are “detailing” delivery

terms. “There will be direct shipments only, not license production,” he said. China last purchased fighters from Russia in 2004, when it added 24 Su30MK2s, bringing the grand total of Flanker series aircraft it procured from Russia to 283.

56 Paris Airshow News • June 18, 2013 • www.ainonline.com

Cabin technology appears to be moving at the speed of light, and more evidence of that rapid advance can be found here at the Panasonic and Thales exhibits in the form of eye-tracking and hand-gesture video controls.

The idea attracted considerable attention earlier this year at the Aircraft Interiors Expo in Hamburg, Germany, when the Thales exhibit drew long lines of visitors to test the technology. It also received a further boost when the Irvine, California-based company won first place with the idea in the Passenger Comfort Systems category of the annual Crystal Cabin Awards competition, held the day before the expo opened.

Eye tracking and gesture control, according to a Thales spokesman, “have been heralded as an important new technological development as the IFE market draws ever closer to consumer technologies.” Eye tracking moves the world of IFE well

beyond entertainment said Brian Bardwell, communications manager at Panasonic Avionics (Hall 1 Stand I315). “This is a business platform,” he declared.

The Panasonic system requires 30 to 40 centimeters (12 inches to 16 inches) distance between the user’s face and screen to operate and can be installed in screens as small as 23 cm (approximately nine inches).

Watching the Thales system in Hamburg, hand gestures– up/down and right/left–were all that were required to scroll through the various windows, and resting one’s gaze for a second or two on a particular icon was all that was necessary for the system to pull up that particular page or document.

The use of eye-tracking and hand-gesture controls creates a man/machine interface, according to Thales, “whereby the field of view between the passenger’s eyes and hand is all within the same visual plane of the seat

display. This effectively eliminates the need to constantly look down at a remote controller to make a selection.”

Thales (Concorde Hall, Stand 51) cites at least two reasons for getting rid of the traditional remote controller. First, the current generation of touchscreens are expensive to make and certify and suffer from wear and tear, and second, the eyetracking and hand-gesture system simplifies installation and maintenance by keeping the entire package in the seatback.

Panasonic believes the technology could be available for installation in aircraft within two years, or as little as 18 months. Thales projects three years, but adds that it could be ready much sooner with sufficient customer demand and commitment. –K.J.H.

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AW guru offers insight into loss of gearbox oil problem

AgustaWestland’s AW189 medium twin can run for 50 minutes after loss of gearbox lubrication, a condition that has caused several incidents among large transport category helicopters recently.

by Mark Huber Loss of lubrication to the main gearbox (MGB) has been responsible for several crashes, ditchings and precautionary landings in large transport category helicopters in recent years. These accidents set off broad debate as to exactly what is required of main gearboxes under Part 29 certification of the U.S. Federal Aviation Regulations, even as OEMs devised fixes for actual or perceived deficiencies of these components and their related lubrication systems. Chief among the certification requirements, which has caused some confusion, is the assumption that gearboxes must be shown capable of running without lubrication for up to 30 minutes.

AIN spoke to Giuseppe Gasparini, head of transmission systems design and development at AgustaWestland, to find out his views on the regulation and the company’s design strategies to meet requirements. Gasparini has more than 30 years of gearbox design and development experience. Earlier this year AgustaWestland announced that its new AW189 medium twin, the civil variant of the AW149, could continue to run for 50 minutes after loss of gearbox lubrication. hat does the 30-minute W run-dry requirement really mean?

I prefer to say “Loss of Lubrication,” or LoL, and not “run dry” or “run without oil”; we are demonstrating the capability of the gearbox to operate and transmit torque after the loss of most of its original lubricant when the oil is suddenly lost, but some residual lubricant is still inside the gearbox. This means the MGB [main gearbox] can continue to run for 30 minutes without loss of drive or any other catastrophic failure after the pilot notes a major lubrication system failure, normally identified as a low pressure warning, and immediately reduces power to the minimum required to maintain forward flight and lands as soon as possible.

What types of gearbox designs are more susceptible to lubrication failure?

The loss of oil is more likely with gearboxes that are pressure-lubricated.

Decades of development and service

experience has demonstrated that there are some weak points on the MGB lubrication system that can cause rapid and complete loss of oil: mainly the oil pipes, fittings, connecting coolers, filters and other components of the lubrication system itself.

So what is the fix for the problem?

For many years now, our MGBs have been designed to exclude the use of any external pipes and fittings. This is not easy because the filter, cooler, fan and so on have to be fully integrated in the MGB castings and all the pipes are replaced by cored passages in the castings, but it represents a dramatic improvement over conventional designs and in reducing the probability of actual gross oil leakage. Also, any cover subjected to oil pressure, such as the filter head of the MGB, is secured with multiple fasteners and tested for loss of at least one fastener.

Lubrication to our MGBs is supplied by

dual pumps working in parallel. If one fails or jams for any reason, it is automatically excluded and the remaining one provides the additional flow of oil. This failure condition still generates the MGB oil pressure warning, but the pilot is able to immediately distinguish it from a total loss of oil and should be able to complete the flight.

What other design factors can mitigate MGB failure?

There are five main factors determining the capability of an MGB to operate for a prolonged period of time after “loss of oil.” The design of the MGB must balance all of them to achieve and maintain for the longest possible period of time a thermal equilibrium condition whereas the critical temperatures, although high, are constant or increasing at a low and controlled rate. These factors are: 1. Low friction at gear and bearing contacts. This is achieved by keeping a low friction coefficient by means of the residual oil lubrication and by low gear surface roughness by super-finishing the gears and by using special low-friction coatings.

2. Low sliding at gear and bearing contacts. This comes down to design choices.

Coarse pitch gears are stronger but have

more sliding velocity. Journal bearings have to be excluded because they will seize in seconds after lubrication supply reduction. Rolling bearings, despite of their name, experience rolling and sliding motion. In order of decreasing sliding we can list: cylindrical rollers, ball, spherical rollers and tapered rollers. In particular, tapered rollers involve kinematically a significant sliding. For this reason at AW they are not used at high or moderate speeds but only at very low speeds.

3. High “hot-hardness” of gears and bearings such that they maintain their original size, shape and roughness up to the highest temperature 4. Clearances and plays must be maintained at all gear and bearing contacts throughout the highest expected temperatures. Loss of gear teeth and bearing backlash will generate unwanted tightness causing an uncontrolled and exponential increase of the contact forces.

5. Heat removal from the hot spots by conduction and convection to dissipate at the highest possible rate the heat produced by friction at the sliding contacts. It is even more important to avoid thermal gradients and allow uniform and progressive thermal expansion of all the parts. o

Zodiac’s sleek new cabin holds more baggage

by Thierry Dubois Zodiac Aerospace (Hall 2a Stand A254) is here exhibiting its Isis cabin for single-aisle airliners, with new seats, sidewalls and luggage bins that accommodate a claimed 60 percent more bags. Although cabin equipment accounts for two thirds of its $4.4 billion revenues, the France-based company is also active in a number of aircraft systems. It has consistently taken over smaller businesses and may be considering a new, undisclosed target acquisition in the industry, CEO Olivier Zarrouati hinted early this month.

The Isis cabin’s design is part of a general trend for increasing the number of passengers

and bags in a given space, without passengers feeling more cramped. Today’s passenger wants enough room to store one roller bag and Zodiac claims to have done this while actually increasing headroom.

Similarly, “with a 29-inch pitch, which has become commonplace, comfort is the same as it used to be with the previous 33-inch pitch standard,” Zarrouati told a briefing for the French association of aerospace journalists (AJPAE). This is notably due to slimmer seats, like those in the Isis cabin. All this is being achieved in a Boeing 737 or Airbus A320 cabin, designed three or more decades ago.

58 Paris Airshow News • June 18, 2013 • www.ainonline.com

Zodiac Aerospace’s Isis cabin features new seats and 60-percent larger baggage bins.

What about even lighter seats in economy class? Expliseat a French start-up company is offering to cut seat weight down to 8.8 pounds per passenger. Zarrouati claimed his company could compete in the same weight category. But he insisted a seat design should be seen as a tradeoff between weight,

comfort, price and functionality (that is, tray tables, literature pockets and so forth). The right compromise, he said, results in a 14.5- to 16.5-pound seat and Zodiac’s Dragonfly seat falls in this weight class.

Zodiac’s strategy is to identify and enter market niches where it can get itself into a top-three

position. For example, acquiring UK-based Contour–now Zodiac Seats UK–in 2012 has enabled the company to take the top spot in aircraft seats, according to Zarrouati.

Outside the realm of cabin interiors, one Zodiac’s most recent acquisitions (finalized in January) of Zodiac has been New Jersey-based Innovative Power Solutions. IPS manufactures electric power generators and converters.

Asked what Zodiac’s next acquisition could be, Zarrouati only gave the criteria it should meet. “The company should be in civil aerospace, make airborne products [as opposed to ground equipment], be located in the U.S. dollar area, be profitable and bring hope for a sizable market share.” He almost excluded aerostructures, as “there is little aftersales, transportation costs are high and you often have only one customer.” o

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Dassault’s new entry-level, large-cabin Falcon 2000S offers a 3,350-nm range.

‘Fifty-something’ Falcon aspires to new life

by Charles Alcock With Dassault Aviation proudly celebrating the 50th anniversary of the birth of what would become its best-selling Falcon business jet family this year, you have to believe that the French manufacturer buys into the midlifer’s maxim that “life begins at 50.” The fact is that the company’s future is coming up fast, with Dassault’s longawaited launch of its new SMS jet now considered to be part of its short-term planning. “This is a huge investment and you will learn everything about this at the NBAA show [in October],” Olivier Villa, Dassault’s senior vice president for civil aircraft, at a press briefing ahead of this week’s Paris Air Show.

Dassault has been resolutely tight-lipped about what the SMS will bring to the market, with a first flight scheduled for “late in 2014” and the first deliveries “late in 2016.” But one point it has stressed is that it should not be viewed as a replacement for the existing Falcon 900. The company’s attitude is that it leaves it to the market to decide when an aircraft has outlived its position in the current production line.

Certified in 2010, the 900LX’s winglets reduce fuel

burn to allow for a 5 to 7 percent increase in range. The trijet has the same cabin volume as the latest Falcon 2000S model (see box). According to Dassault sales engineering manager Frédéric Recher, the 900LX is the “king of airfield performance” and is well suited to operating from key restricted airports like Cannes in the south of France.

“Its maximum takeoff weight is 70 percent higher [than competing aircraft] but the fuel burn of competitors is 50 percent more for the same performance and range,” Recher explained.

He said that this is particularly significant in situations where a mission involves making a short hop to collect passengers for a longer onward flight.

Future Technology

Despite the major engineering effort it is now embarking on to bring the SMS to market, Dassault also has set itself challenging long-term technology goals. Three key elements of this, explained the manufacturer’s vice president for research and technology Bruno Stoufflet, are making the Falcon family greener, more electric and more digital. The group’s engineers

also have a strong focus on improving safety, making cabins more comfortable, improving the competitiveness of its products, reducing program risks, allowing its jets to operate from more airports and improving the availability of aircraft through more effective maintenance.

The main focus of the Greener Falcon project is noise reduction. Dassault has the ambitious objective that by 2025 its aircraft will be 20 dB quieter than they were in 2000. Stoufflet said that it is taking advantage of new aero-acoustic computation techniques that were not available a decade ago.

Further reducing fuel burn and carbon dioxide emissions are other important objectives.

Here Dassault’s focus is on promising technologies such as more aerodynamically efficient laminar extended wings.

The Falcon 2000S and 2000LXS by the Numbers Falcon 2000S

Falcon 2000LXS

Range (M 0.80, 6 pax, NBAA IFR reserves, 85 percent Boeing annual winds)

3,350 nm

4,000 nm

Mtow

41,000 lb

42,800 lb

Balanced field length (SL, ISA, Mtow)

4,325 ft

4,675 ft

Approach speed

107 kt

107 kt

Price

$25M

$33M

Latest Falcon Twinjets Point To Future Efficiency Improvements Dassault Aviation comes to this year’s Paris show with two newly certified business jets: the large-cabin Falcon 2000S and Falcon 2000LXS. Both received EASA and FAA approvals in March. The first Falcon 2000S was delivered in April to a Turkish customer. Deliveries are scheduled to begin in the second half for the 2000LXS, when it replaces the 2000LX. The Falcon 2000S is Dassault’s entry-level jet, with a 3,350-nm range, whereas its leggier sibling offers 4,000

nm. Both benefit from wing improvements–inboard slats and winglets–that cut landing and takeoff distances, as well as fuel burn. The two-year long flight-test campaign for the two new models demonstrated short-field and low-speed performance “substantially better than targeted figures,” Dassault pointed out. Both are planned to be ­certified to operate at the UK’s London City Airport, with its steep approaches.

Both aircraft have been certified with the EASy II flight deck. The improved cockpit, which has already been flying on the Falcon 900LX, was certified in March on the Falcon 7X. In the cabin, the two new iterations of the Falcon 2000 feature the FalconCabin HD+ entertainment system. A major difference lies in the interior layout; while the 2000LXS is, as with most business jets, customizable, the 2000S is only available in a fixed-configuration cabin designed by BMW Group DesignworksUSA. This translates into a reduced price tag, which Dassault claims is closer to the super-midsize segment of the private jet market.

Both aircraft are powered by Pratt & Whitney Canada PW308C turbofans. The Falcon 2000S was introduced in 2011 Honeywell’s Primus Epic EASy II flight deck has been certified on Dassault’s new, and the Falcon 2000LXS last year. –C.A. large-cabin Falcon 2000S and 2000LXS.

60 Paris Airshow News • June 18, 2013 • www.ainonline.com

Deliveries of the 4,000-nm Falcon 2000LXS are set to begin in the second half of this year.

“The challenge is to enlarge the laminar portion of the wing as much as possible to reduce drag,” said Stoufflet. “We’ve done flights with the 7X to measure where the [aerodynamic] transition occurs between laminar and non-laminar flow. We also need to master the manufacturing tolerances involved, but we think we can achieve a seven to nine percent saving [in fuel burn and emissions].”

Dassault’s efforts to reduce the environmental impact of its products extend to the design and manufacturing processes. It is also assessing how the Falcons could be made greener throughout their lifecycle.

The More Electric Falcon project is seeking to achieve a more efficient ratio between an aircraft’s installed power supply and its average use. A typical

power supply architecture average power use is seven times less than the total power supply capacity. By contrast, explained Stoufflet, in an all-electric aircraft the ratio drops to 2:1. This saves on power consumption and weight, as well as improving aircraft dispatch reliability.

Dassault plans to start introducing more electric technologies on a step-by-step basis with most of the achievable improvements being in service by 2025.

Dassault’s Digital Falcon concept focuses on cockpit innovation driven by the need to capitalize on the operational flexibility available through the Sesar and NextGen air traffic management modernization programs. Stoufflet added that cockpit advances will also reduce pilot workload and potentially Continued on facing page u

Airbus tanker business is booming

by David Donald

‘Fifty-something’ Falcon new life uContinued from preceding page

reduce operating costs.

Dassault engineers also are looking at how they can adapt the flush multifunction antenna developed for its Neuron UAV for use on the Falcon. This could improve connectivity while also reducing drag.

Engineers are also working on further weight reductions to Falcon airframes. One technique being explored is to make better use of automatic flight controls to control load and vibration in the aircraft. Stoufflet said this could result in a two to four percent fuel burn reduction by reducing the structural mass of the Falcons. Dassault also is investing in plans for a new composite wingbox and a demonstrator has now been produced. o

in the process of being finalized.

Airbus suggests that the signature could come as early as September, or at least before the end of the year. Six aircraft are in the initial order, although it is anticipated that the number will grow.

Indian aircraft will not have a boom fitted.

Airbus has a number of other opportunities in its sights. In late May the company presented its best and final offer to Singapore, which is looking for six aircraft to replace its aging Boeing KC-135 tankers. Earlier this year Airbus

Military demonstrated the A330 MRTT in Algeria, including compatibility trials with the nation’s Sukhoi Su-30 fighters, while other prospects include Canada, Chile, Egypt, Peru, South Africa and South Korea. A follow-on order from Australia is also a possibility.

Finally, Airbus Military remains sanguine about its chances should the U.S. launch its KC-Y program for a larger tanker/transport to partner the Boeing KC-46.

While Airbus Military salesmen travel the globe, the company is delivering aircraft from

An Australian KC-30A operates from its base at RAAF Amberley. The aircraft is cleared to refuel both “legacy” and Super Hornets using its wing pods, but the boom has not yet been approved for use.

ANDREW MCLAUGHLIN/AIRBUS MILITARY)

Airbus Military believes that teething problems with its multirole tanker/transport (MRTT) business are now behind it, and that it’s set to grow over the coming year. With the A330 MRTT the company has the only newgeneration tanker/transport flying, and hopes to secure new customers while continuing to deliver aircraft to its existing four operators, who will have received 17 aircraft by the end of 2013.

Rafael Tentor, senior v-p programs, noted, “We are not just producing a tanker. It can transport up to 300 soldiers, it can do medevac, and it can be a VIP transport. It brings airliner dispatch reliability to the military world.” Those attributes have already proved popular in the first months of service with Australia, Saudi Arabia, the UAE and the UK. Now, Airbus Military is looking to conclude two more deals.

France is widely expected to sign a contract for 12 aircraft before the end of the year, having announced in the recent defense white paper that it is to proceed with this program, albeit reduced from the initial 14-aircraft requirement. The aircraft will be three-point tankers with a Combi cabin. That will require Airbus to install a cargo door in the fuselage side so that large freight items can be carried in addition to passengers.

India has already selected the A330 MRTT and the contract is

its Getafe conversion facility outside Madrid, and all four initial customers are operating the aircraft in both transport and tanker roles. Australia has taken delivery of all its five KC30A aircraft, and in February achieved initial operating capability in the tanker role using the wing pods, with full operating capability expected next year.

The first Australian aircraft remains at Getafe to conduct trials associated with the boom enhancement program, which has caused delays to the operational release of the boom system. A third boom upgrade is now being implemented with the fine-tuning of dual flight control laws for heavy receivers. This

With Tornados and Typhoons already cleared to receive fuel from the Royal Saudi Air Force’s A330 MRTTs, the test campaign to clear the F-15 Eagle begins later this month.

Dassault Nurtures a Bizjet Market in Recovery The market for Dassault Aviation’s Falcons is “still con- for the top-of-the-range Falcon 7X, behind the U.S. Dassault valescent,” according to the company’s new CEO Eric Trap- expects to deliver about 10 Falcon 7Xs in China this year. pier. Speaking at the company’s annual press conference “In 2013, the market in China remains dynamic and continback in March, he gave details on the 2012 performance ues to flourish. Our industry and Chinese authorities have and a conservative market outlook. Then, in April, at the formed a healthy relationship that will assure growth in the ABACE show in Shanghai, Dassault Falcon years to come,” Rosanvallon said. Keeping Jet CEO John Rosanvallon expressed conbullish, he added that, “there are ambitious fidence in Asian sales growth. programs in place to improve infrastructure Last year, Dassault handed over 66 Falthroughout the country.” cons, up from 63 the year before. These Dassault has three sales offices in Chideliveries accounted for €2.8 billion ($3.6 na–in Beijing, Shanghai and Hong Kong– billion) of revenues. They should further where it has two types of customers, increase to “around 70 Falcons” this year. according to Rosanvallon: “Large organizaLast year, Falcon salespeople took orders tions, such as Minsheng Bank, usually buyfor 58 business jets (representing €2.5 bil- Eric Trappier, Dassault Aviation ing a fleet to sell to their customers with the lion or $3.3 billion), a notable increase from CEO, says the current business help of the OEM, and ABC Bank, the second jet market is “convalescing.”

2011’s 36. largest bank in China; and the second marTrappier still hopes for a recovery, especially in the ket, which is all the successful entrepreneurs.”

U.S. Some regions, such as South America, Russia and At the end of this year, Rosanvallon expects that his Northern Europe, are deemed “very active.” Meanwhile, company will have more than 20 Falcon 7Xs in Hong Kong India is “very quiet” and China is “a bit less active than and mainland China. Dassault Falcon’s market share in the it used to be.”

Asia Pacific region (not including India) was estimated just Nevertheless, China is now the second largest market over 30 percent for 2011-2012. –C.A.

upgrade comes after a second boom separation incident last year. The event was attributable to a conflict between a customerspecified third backup hoist and the primary/secondary hoist system. Airbus Military reports that the issue has been fixed, and just before the show a second Australian aircraft flew to Getafe to allow trials to be undertaken of the latest upgrade.

At the end of May the fifth Voyager FSTA aircraft was delivered to the UK, where it will be joined by a sixth shortly after the Paris show. Two more are due for delivery early next year. The UK’s aircraft include the first to fly on the civilian register, undertaking its first passenger-carrying flight to Akrotiri in Cyprus in January. Two military-registered two-point tankers have been operational since entry into service was achieved last April, and have flown more than 470 sectors in 1,700 hours of flight time. In mid-May the release to service was signed for the aircraft to refuel Tornado receivers, and a similar release is expected for the Typhoon in late July.

Earlier problems of latching and drogue rotation have been solved, with flight testing of the fixes completed last November. The RAF is currently the only operator to use the Sargent Fletcher drogue but Airbus reports that other operators, including the UAE, are examining a switch to this equipment from the Cobham drogues currently employed.

Meanwhile, the first threepoint Voyager KC3 for the RAF was delivered at the end of April.

This version is being looked at as a possible retrofit candidate for a VIP interior. This option is also being studied by Australia.

Saudi Arabia has taken delivery of its batch of three A330 MRTTs, although one is held back at Getafe for training. This is expected to fly to Saudi Arabia this month to begin clearance tests for the Boeing F-15 receiver.

Tornados and Typhoons are already cleared to refuel from the A330, which has been operational since January. The second batch of three Saudi aircraft will be delivered in 2015.

In the United Arab Emirates the aircraft has been conducting initial operational training with Mirage 2000-9 receivers since its delivery in February. A second aircraft was delivered last month, and this is to conduct training with boom receptacle-equipped large receivers. The third and final aircraft is due for delivery in July.

UAE aircraft are supported by local company AMMROC. o

www.ainonline.com • June 18, 2013 • Paris Airshow News 61

ADS-B in far north offers radar-like coverage

A Saab Sensis wide-area multi-lateration antenna installation in Canada demonstrates the system’s utility in harsh weather conditions.

by Bill Carey center, providing a far northern surveillance corridor for transatlantic traffic between Europe and North America. The Reykjavik ACC manages about 5.4 million square kilometers of airspace in total, ranging from the Greenwich meridian in the east, over to the west of Greenland, and from the North Pole to south of the Faroe Islands, near Scotland. Isavia reports that 107,998 flights transited this control area in 2012. “You’re going to get an arc of coverage on those North Atlantic routes which will be a good thing,” said Marc Viggiano, Saab Sensis president and CEO. ADS-B coverage supports reduced separation of equipped aircraft and provides improved surveillance for search-and-rescue operations. In addition to oceanic surveillance, ADS-B supports aircraft tracking in harsh, remote regions where radar installations are not feasible because of ice loading and wind problems. The Saab Sensis ADS-B transceivers can also calculate the position of aircraft through multi-lateration of their transponder replies by multiple ground stations,

SAAB SENSIS

Air navigation service providers (ANSPs) have extended their ability to track aircraft flying on far northern Atlantic routes by installing automatic dependent surveillance-broadcast (ADS-B) stations in Greenland, the Faroe Islands and Iceland.

This year Saab Sensis announced a contract with Danish ANSP Naviair to install five ADS-B stations in Greenland and two in the Faroe Islands, an island group within Denmark’s jurisdiction.

In 2011, Iceland’s ANSP Isavia chose German provider Comsoft to supply eight ADS-B stations in that country. The project was originally intended as a joint procurement, but Naviair and Isavia ultimately decided to make separate contract awards.

Through ADS-B, aircraft transmit their position to the ground and to other nearby aircraft on the 1090 MHz “extended squitter” frequency about once per second. The ground station networks in Iceland, Greenland and the Faroe Islands will feed aircraft position reports to Iceland’s Reykjavik area control

a technique that enables independent verification of ADS-B data and serves as a backup surveillance system. The company estimates that 70 percent of airliners transiting the Reykjavik control area are properly equipped and transmitting ADS-B signals.

While the Naviair program is not a large project in terms of the number of ground stations being installed, it represents a further expansion in the worldwide adoption of ADS-B for aircraft surveillance, Viggiano said. Saab Sensis also provides ground stations for

French aluminum alloys compete with composites Aluminum specialist Constellium’s new foundry in Issoire, France, is up and running–a key step in a strategy aimed at regaining some of the ground lost to composite materials in aircraft construction. The casting house focuses on a new family of alloys, dubbed Airware, which are lighter than the previous generation made of aluminum-lithium. According to Constellium (Chalet B39), the Issoire foundry is the world’s first large-scale facility producing such alloys, with a planned capacity of 14,000 metric tons per year.

Two furnaces have started operating and Constellium considers the facility to be fully operational and ready to follow the ramp-up phase of Airware’s first two customers: Airbus, which uses Airware alloys for its A350 XWB long-haul twinjet, and Bombardier, which has

selected the product for its 100to 160-seat CSeries. Another customer is SpaceX, for its Falcon 9 rocket.

The company plans to put two more furnaces into service in Issoire in 2016. At that point, Constellium will have invested €52 million ($68 million), including a pilot phase at its research center in Voreppe, France. The facility will then be able to produce enough Airware aluminum annually for 140 A350s–Airbus’s stated goal–and an undisclosed number of CSeries.

For the A350 program, Airbus purchases some 75 to 80 metric tons of Airware per aircraft. The buy-to-fly ratio is close to 20 percent, meaning that 20 percent of the aluminum Airbus has purchased will find its way into completed aircraft.

Therefore, machining processes

EMMANUAL FOUDROT

by Thierry Dubois

62 Paris Airshow News • June 18, 2013 • www.ainonline.com

Constellium, the French aluminum specialist, has opened a large-scale foundry to produce a new family of alloys, called Airware, with which it intends to compete with suppliers of composite materials for aircraft construction.

produce more than 60 tons (the remaining 80 percent) of turnings, which are carefully collected due to the high value of the alloys. New recycling processes, part of Airware’s proprietary techniques, keep the metal’s properties intact.

In fact, Airware is a family of alloys, each with different properties depending on the “recipe.”

Ingredients include aluminum and lithium, as well as copper,

silver, zirconium and manganese.

Constellium has given names to three alloy varieties: I-Gauge, which is suitable for parts with multi-axial loading, such as the wing’s inner structure, as Airbus is doing on the A350; I-Form, which is optimized for curved panels–Bombardier has selected it for the CSeries’ fuselage; and I-Core, which is recommended floor beams, seat tracks and other such applications, as it can

Canadian ANSP Nav Canada, which started ADS-B surveillance over Hudson Bay in 2009 and northeastern Canada in 2010. Nav Canada has also placed four ADS-B ground stations in Greenland to support oceanic surveillance in the North Atlantic airspace managed by the Gander area control center. It activated that system in March 2012, giving Gander controllers the ability to safely reduce aircraft separations and approve more efficient flight profiles.

In 2011, Swedish ANSP Luftfartsverket selected Saab Sensis to deploy a wide area multi-lateration (WAM) system across Sweden to complement and replace that country’s secondary surveillance radar infrastructure with lower maintenance, nonrotating sensors that support a transition to ADS-B surveillance. That same year, Austro Control of Austria chose Saab Sensis to deploy a WAM and ADS-B infrastructure consisting of 62 ground stations.

The company is providing an ADS-B system to Norwegian ANSP Avinor for surveillance of helicopter traffic serving oil and gas platforms in the Norwegian section of the North Sea. It is supplying WAM systems to NATS in the UK for area surveillance around airports including Edinburgh Airport, Scotland’s busiest. o absorb a lot of energy by plastic deformation.

While the new alloys have significant benefits in weight and strength, Constellium is already working on the next generation.

“Future alloys will be much more customized; we’ll ask our customers what properties they want and we’ll create a suitable material,” said Bruno Chenal, the company’s director of research and innovation.

Constellium’s engineers are studying formulas for lighter and more corrosion-proof alloys. It currently is testing future wingskin panels. Engineers are also working on “function integration,” such as optic fibers for health monitoring of alloy structures. Company officials hope to apply the products on the A320 neo’s successor.

The Airware factory employs 40. Last year, Constellium’s aerospace revenues totaled about €650 million ($845 million). o

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Raytheon’s Stars rolls out to largest U.S. tracons

by Bill Carey The Raytheon standard terminal automation replacement system (Stars) began continuous operations in early May at the Dallas-Fort Worth terminal radar approach control (Tracon) facility, the first of 11 large Tracons in the U.S. to manage air traffic continuously using the new ATC automation system.

Stars integrates aircraft surveillance and flight-plan data and presents the information to controllers on high-resolution, 20by 20-inch color displays. The system is capable of tracking up to 1,350 airborne aircraft simultaneously within a terminal area, according to Raytheon. The Stars multisensor fusion tracker is also integrated in the Lockheed Martin en-route automation modernization (Eram) system used by the FAA’s air route traffic control centers (Artccs) to manage high-altitude traffic.

Raytheon (Chalet A294, Static D166) is the prime contractor for updating the U.S. terminal-area ATC infrastructure under the FAA’s long-running terminal automation modernization and replacement (TAMR) contract. Under the TAMR Phase 1 effort completed in 2007, the company replaced automated radar processing and display systems at 47 Tracons and their associated ATC towers. TAMR Phase 2 modernized or replaced automation systems at nine FAA sites through 2009.

In April 2011, Raytheon announced a $177 million contract modification from the FAA to deploy Stars at the 11 largest

Tracons, replacing their legacy Carts (common automated radar terminal systems) as part of TAMR Phase 3. These are the Northern California, Southern California, Dallas-Fort Worth, Atlanta, New York, Potomac (Washington, D.C. area), St. Louis, Denver, Minneapolis-St. Paul, Chicago and Louisville Tracons, considered the most capable facilities in the U.S. national airspace system. The Dallas-Fort Worth Tracon, responsible for DallasForth Worth (DFW) International Airport and Dallas Love Field, was first to achieve the FAA’s continuous operations milestone.

TAMR Phase 3 is being conducted in two segments. Once the largest Tracons are equipped, Stars will be rolled out to nearly 100 remaining Carts sites, according to the FAA. Smooth Transition

The transition to Stars was troubled by delays and escalating costs in its early years.

Robert Meyer, Raytheon business development manager for air traffic management, said the two-year transition to continuous operations at Dallas-Fort Worth was smooth. “It’s attributable to a tremendous team effort between the FAA team and the Raytheon team to ensure that all of the stakeholders involved in transitioning a major air traffic control system had confidence that the system will do what they say it’s going to do,” Meyer said.

The Northern California Tracon

Rafael CEO outlines network developments

by David Donald Israeli defense specialist Rafael (Chalet A194, Static A33) is exhibiting a range of the company’s products and solutions at Paris, including the new Spice 250 weapon and a wide range of air defense missiles and control systems. Although it is well known for its missiles and electro-optical sensors, Rafael is involved in the creation of complex systems that bring increasing effectiveness, efficiency and economy to the defense arena.

Rafael has long experience in the air defense world. “We deal with the full hemisphere of air defense,” stated Rafael president and CEO Vice Admiral (Ret.) Yedidia Yaari. “It’s about intercepting flying objects of all kinds.” The company’s Iron Dome short-range air defense and counter rockets

responsible for the Oakland, San Francisco and other airports will be the next large facility to transition to Stars, and is scheduled to begin operations later this year, Meyer said. Meanwhile, the Philadelphia Tracon was moving toward an operational readiness decision as the key site for a technology refresh at facilities that already have Stars, according to the FAA. In 2010, the Philadelphia Tracon was the first major facility to begin displaying fused radar and automatic dependent surveillance-broadcast (ADS-B) aircraft targets.

Raytheon also reported progress in the deployment of its latest generation AutoTrac III (AT3) system outside of the U.S. AT3 processes radar, ADS-B and multilateration surveillance data and fuses the information with flight-plan data filed by pilots for display at controller workstations. The system is being used by Dubai Air Navigation Services to provide approach control for Dubai International and Dubai World Central-Al Maktoum International airports. Earlier this year, the system was undergoing testing; it is now fully operational, Meyer said. He added that Raytheon has integrated an “arrival manager” tool in the Dubai system that sequences arriving aircraft, providing controllers with a “valued added stream of information” for spacing arrivals.

Raytheon is also under contract to provide AT3 in Hong Kong. That system was undergoing site acceptance this year and is expected to begin operating in 2014. The system’s launch customer, Airports Authority of India, operates AT3 at the Delhi, Mumbai and Chennai centers responsible for three of India’s four flight information regions.

On the military front, Raytheon was recently awarded a $50.6 million initial

of getting better and better.

There is a very healthy process of evolution for the systems.”

In terms of supporting offensive operations, Rafael is increasingly focused on sensorto-shooter and situational awareness technologies. The company’s and mortars (C-RAM) system efforts are concentrated on what has been operational for Israe- Yaari described as “squeezing the li homeland defense since April cause- and-effect chain more into 2011, and it has been called into real time so that it is no longer a serial process.” action many times, princiRafael is busy propally to intercept rockviding the full suite of ets fired from Gameans to turn this za. Experience from more than two years into reality, from the of operations is benetwork itself to the ing continually fed sensors to the shootinto ongoing system ers. Such networks imply a high degree of development, a proautomation to reduce cess that is also apworkload and maxiplied to other systems, mize operator effectivesuch as the Spyder being ness. All decisions displayed here.

Rafael president and CEO, “We have im- Vice Admiral (Ret.) Yedidia Yaari. need to be made in real time through proved the systems for the customers,” said the network, but it “has to have a Yaari, speaking to AIN before man in the loop,” asserted Yaari.

“It’s not easy to network,” he the show. “We won’t stop. We will continuously improve and continued. “There’s a multitude change. It’s an ongoing process of protocols, communications

64 Paris Airshow News • June 18, 2013 • www.ainonline.com

The Raytheon deployable radar approach control (D-RAPCON) system is a modular ATC system that can be transported by four C-130s.

contract from the U.S. Air Force for engineering and manufacturing development (EMD) of a new deployable radar approach control (D-Rapcon) system to replace aging mobile radars in the service’s inventory. The contract calls for building one EMD unit and includes production options for up to 18 D-Rapcon systems, for a total potential value of $260 million.

Raytheon refers to its D-Rapcon solution as a “control tower in a box,” consisting of primary and secondary radars integrated in a deployable, quickly installed radar antenna; an operations center with eight controller positions; and a VHF/UHF voice communications center. The system can be transported in four C-130s to a forward operating area or disaster site and assembled within six hours to direct air traffic, Meyer said.

“Deployability is one of our sweet spots,” he said. “It’s something that we’ve been doing for many years.” o

and channels, and the system needs to be wideband to carry all this data. We are working intensively on fusion to create a universal picture from various types of situation awareness.”

The aim is to position different observers, with their different requirements, into one geo-system that provides a mainly visual output. “It’s run by visual awareness rather than anything else,” remarked Yaari.

“Each observer has to recognize what they see. The system makes them aware of only what is relevant to them. Of course, everything in the real world is moving, but it needs to be frozen at the right moment in time to give the necessary situational awareness,” he said.

Building such a system requires layers of hardware and software that are self-healing, and self-forming into networks on the go. “Once you have fixed the rules of the system, and once it is anchored in geo-space, then it creates its own universe.”

A challenge facing modern warfighters and armed forces is

the increasing amount of data that is available, rendering it virtually impossible for operators to sieve out the useful information. The sheer amount of data causes its own problems. “Any connected system can be consumed by over-data,” asserted Yaari.

“One direction we are taking is to look at controlling the data stream itself rather than creating huge data analysis centers. It is easy to saturate a system at one end. We are looking at reducing the outflow of data by creating smaller chunks of essential data before you compress the data stream. We cut it into small elements. If you can reduce bandwidth, then more players can be active,” he said.

Rafael already has this kind of system running in an operational environment. The solutions are generic and can be applied to many tasks and missions. “There are no technological limits to the size of network,” said Yaari. “It’s a matter of generating the right manner of dialog between partners.” o

Comac comes to Paris with fresh momentum

Comac has high hopes for breaking into the airliner manufacturing market, but it must convince potential buyers that program delays are ending.

end of April, 13 of these contracts had been signed, according to the company.

“Comac attaches great importance to cooperation with Western suppliers,” it said in a written statement to AIN. “Based on the ARJ21 project cooperation, Comac has increased mutual trust with Western suppliers through strengthening exchanges. In the C919 program, the cooperation will become more smooth and tight. Most suppliers are world-class manufacturers, and Comac has learned much more advanced management experience from them.”

Addressing reports that the composite content of the C919 is to be reduced, Comac said: “Composite materials development work started late in China and some research work is in progress now. Safety and reliability are the most important factors to Comac, so we will

MATT THURBER

in the delays.

Meanwhile, the smaller ARJ21 regional jet, which should have entered service by now, is now facing further delays with certification. This is now not anticipated until some time in 2014.

Publicly Comac has largely remained silent on the progress of its key strategic programs.

But the Chinese group has replied in some detail to questions posed by AIN ahead of this week’s show. It acknowledged the change in strategy on the use of composites and also a shortage of engineering capability.

According to Comac’s statement, the C919 is now in the detailed design phase, with a view to freezing the design by the end of 2013. “Comac has identified the aircraft’s overall technical program, manufacturing solutions and customer service plan,” said the company. It also reported that the Civil Aviation Administration of China (CAAC) has formally accepted its application for a type certificate.

So far Comac has “identified” suppliers for 37 work packages and also has selected vendors for 45 “small equipment and structures” elements. The program calls for 16 joint ventures to produce various systems and structures for the aircraft, and by the

The words above the door underscores Comac’s commitment to aerospace. Comac’s ARJ21 mockup, below, is a key tool in marketing efforts.

MATT THURBER

For China’s Comac group, this year’s Paris Air Show is an opportunity to convince the world that it can bring its delayed C919 and ARJ21 airliners to market and recover its long-term plans to compete at a global level. At stake is whether it will be able to seize the window of opportunity to grow market share while airlines are waiting for new-generation narrowbodies from Airbus, Boeing, Bombardier and Embraer.

The complex state-owned airframing group has yet to publicly acknowledge the latest delays with the C919 narrowbody, but Western industry sources close to the program last month reported that the first flight has now been pushed back again until the second quarter of 2015 (from mid 2014). Service entry is now being targeted for the end of 2016, although some suppliers have indicated it could be later than this date.

One factor in the delay has been a recent decision to scale back the use of composites in the airframe, including the wing box, which will now be made from aluminum. Prospective Western partners have complained privately to AIN of slow decision-making and muddled communications with Comac, saying that these are key factors

MARK WAGNER

by Charles Alcock & Gregory Polek

Continued on next page u

Work Accelerates At Comac’s Shanghai Factory the building, a full-motion engineering flight test simulator, made by Rockwell Collins and Avic Beijing Bluesky, allows pilots to begin sampling the C919’s flight characteristics.

The AIN reporters also got to try Comac’s Design and out the simulator, Research Center conducting a takeoff, some maneuvers and a steep turn before landing. The sim is equipped with the Rockwell Collins Pro Line Fusion avionics that are slated for the C919, and it replicates the jet’s fly-bywire flight controls with sidestick controllers.

The sim flew crisply and, if it’s anything like the real airplane, showed that the C919 will be welcomed by pilots.

The Design and Research Center is just one

part of the Comac empire. AIN also visited a former military airport called Longhua, where Comac’s assembly facilities are located on a 500-acre property. At Longhua, reporters were shown a large hangar where an ARJ21 looked like it was in the final stages of preparation for painting. This hangar also contained fuselage mockups of the ARJ21 and C919.

The C919 interior appears to have the same setup as the Bombardier CSeries, with a wider middle seat in the three-seat rows. Bombardier and Comac are working together under a framework agreement, but the passenger interior isn’t part of the four areas covered under the two companies’ program commonality agreement. In any MATT THURBER

In April, AIN had a rare opportunity to visit Comac’s facilities in Shanghai to see how work is progressing on the ARJ21 and C919 airliners.

Hosted by Comac chairman Jin Zhuanglong and vice president Liu Linzong, the tour of the Shanghai facilities revealed some details of a massive effort that appears to be sparing little expense to launch China into the ranks of world-class aircraft manufacturers.

The tour began at Comac’s Design and Research Center in the outskirts of Shanghai. The center’s main building is more than 3,300 feet long and encompasses 300,000 sq ft. About 2,600 people work at the Design and Research Center, including 500 to 600 people who work for suppliers to the ARJ21 and C919 programs. The center campus accommodates three rivers that wend through the property.

Inside the Design and Research Center, a large hangar-like building contains an iron bird test rig for the C919. The iron bird looks like a huge elongated and widened metal fuselage. At one end of

case, it appears that the wider middle seat feature did get shared between the two companies.

The ARJ21 in the Longhua hangar is the first production model and will be delivered to a customer in one or two years, we were told. Certification of the ARJ21 is due in about a year. The first flight of the ARJ21 took place at Longhua in 2008. About 4,000 people work at Comac’s Longhua facility.

Comac is building a new assembly facility on 4,000 acres attached by a taxiway to Shanghai’s Pudong Airport. The C919 will make its first flight from Pudong. The move to the new facility will take place by the end of next year.

The final stop on the tour was outdoors at Longhua, where two historical airplanes were parked.

One was a DC-9 that was built in China under license to McDonnell Douglas, and the other was a unique Y-10, which looks like a Boeing 707 but was designed and built entirely in China. The Y-10 first flew on Sept. 26, 1980 and it logged less than 200 hours before retiring in 1985. –M.T.

www.ainonline.com • June 18, 2013 • Paris Airshow News 65

MATT THURBER

MATT THURBER

AIN COO R. Randall Padfield tries on the cockpit in Comac’s C919 mockup at the company’s Longhua facility.

The Y-10 is preserved, in part, as proof the Chinese can independently design and build transport category aircraft. Designed and flown in the 1980s, only this one exists.

Comac is at Paris to sieze the day

MARK WAGNER

uContinued from previous page

Comac recently decided to scale back the composite content of its C919 airliner, including switching to a more conventional aluminum wing box.

cautiously use composite parts until the technology is completely mature and [gradually] increase the ratio [of composite materials] used.”

The company reported that third-generation aluminum-lithium alloy will account for about 15 percent of the fuselage structure on the C919. It said that these materials have been ordered mainly from international suppliers such as Alcoa and Alcan.

MATT THURBER

Comac Links Arms With A Friendly Rival

MATT THURBER

This cabin mockup illustrates the interior of the single-aisle C919 commercial jet airliner, which has a backlog of firm orders for 380 copies.

About 15 percent of the mostly composite C919 airframe will be made of aluminum, with new-generation lithium alloys giving carbon fiber materials a run for their money.

66 Paris Airshow News • June 18, 2013 • www.ainonline.com

Comac and Bombardier are engaged in a cooperation that the Chinese group says will help it to reduce operating costs for the C919, by learning lessons from the Canadian group’s new CSeries aircraft. The cooperation consists of four areas: cockpit human-machine interfaces; electrical systems; development of standards for aluminum-lithium materials; and technical publications and customer support.

The agreement, which was extended through a signature here at the Paris Air Show, could in future cover further work on commonalities between the C919 and the CSeries, covers marketing and sales efforts, customer support and product testing and certification.

Specifically, Bombardier will help Comac with the spares supply network for the new aircraft. Comac has set up its own product support organization called Comac Shanghai Aircraft Customer Service. This company has started preparatory work for a support program called “C-Care.” –C.A.

Asked whether a delay in certification until late 2016 could deter airlines from ordering the C919 as an alternative to new Airbus and Boeing offerings, Comac insisted that it would put safety first. “At the present stage, Comac is trying its best to promote the research and development of the C919,” said the company. “We have confidence to overcome these difficulties and challenges [i.e. the delays] relying on the joint efforts of Comac and our partners.”

According to the company, the C919 is now supported by 380 firm orders and options from 15 customers. It says the ARJ21700 has attracted 252 orders from 10 Chinese and foreign customers. Comac acknowledged that it faces “a long process” to breakeven on its mounting investments in the new programs.

Quizzed on the continued delays with the ARJ21, Comac highlighted a shortage of engineers as a main reason for the slow progress towards certification, as well as the need to develop further infrastructure to support the program.

It said that over the past five years, Comac’s workforce has increased from 3,800 to nearly 8,000 and that it is actively trying to recruit more engineers to support both new programs.

“Currently, 16 test pilots and

34 flight test engineers, who have completed training in the U.S. and other countries, are responsible for the ARJ21700’s flight test [program],” it stated.

Comac told AIN that it has completed more than 80 percent of the 296 “compliance verification” tests for the ARJ21, with four aircraft logging more than 3,500 hours in the process. Back in February 2012, the aircraft started the CAAC’s validation flight test phase and, said the company, “has now completed most high-risk validation test subjects such as the stall test and minimum ground speed flight.”

It said that flight-testing is accelerating and that the ARJ21’s CAAC type certificate should be received by the end of 2014.

According to Comac, the “shadow review” process of the U.S. FAA has been a positive factor in the ARJ program, helping customers to trust the safety and reliability of the aircraft. It added that FAA and CAAC are expanding their bilateral aviation safety agreement in a way that should reduce repetitive elements in the certification process.

Comac also confirmed that the CFM International Leap-1C engines that will power the C919 will be built exclusively outside China. It said that the country’s domestic commercial airliner engine developments are still at an early stage.

Meanwhile, CAE will provide flight simulators and other training infrastructure for the ARJ21. Comac is already using an engineering simulator for the C919 supplied by Rockwell Collins and Avic Beijing Bluesky Technology. o

boeing to refit challenger as msa Boeing revealed here at the show yesterday that it is modifying a Bombardier Challenger business jet to be the prototype of its proposed medium-sized Maritime Surveillance Aircraft (MSA). Without specifying a platform, Boeing revealed the project at Farnborough last year; which downsizes and repackages the systems it has developed for the P-8 Poseidon and the 737 AEW&C aircraft onto a midsize jet.

In fact, the Challenger is not the ultimate choice for the MSA, said Jeff Kohler, vice-president international business development, Boeing Defense, Space & Security. “But we wanted to get started on integration, so we’ve taken an aircraft from our own corporate fleet. It should fly this year.” Kohler said that no formal agreement to use a larger Bombardier jet for the definitive MSA had been signed, but the Canadian n company is the favored option.

NRC seeks partners for 100LL alternative

by Charles Alcock development, NRC has refocused its efforts on new areas such as the human factors involved in working and traveling on aircraft. It has started work on building a cabin and flight deck simulator to be available from 2014 to help in the development of aircraft interiors.

According to Komorowski, the simulator, which is being developed from a former towing tank used to test ships, will be the first of its kind in North America. Quite apart from helping companies develop cabin products and systems, he said that the simulator would give airline executives an objective way to evaluate cabin layouts. NRC, which is Canada’s national aerospace laboratory, has drawn on its established in-house expertise from the construction industry to develop the simulator.

The new facility will be used to focus on three main areas of research: improving comfort and safety for both passengers and crew: improving the cabin environment and inflight entertainment, as well as enhancing flightdeck situational awareness and reducing energy consumption; and ensuring a healthier, safer cabin with features such as improved fire safety.

Fatigue Damage

Separately, NRC has signed a two-year collaborative research agreement with the Japan

NRC Aerospace is starting work to reduce the time aerospace firms have to spend in wind tunnel testing. The aim is to speed up product development programs.

NRC’s large-scale structural test facility in Ottawa, Canada is to be used in a new partnership with the Japan Aerospace Exploration Agency.

Aerospace Exploration Agency (JAXA) to carry out widespread fatigue damage (WFD) assessment for JAXA’s curved fuselage panel testing.

The WFD assessments include fatigue life estimation on crack formation and/or fatigue damage onset, and multiple fatigue damage crack growth analysis to the first link-up with two neighboring cracks. Also included is the calibration and

DAVID McINTOSH

Here at the Paris Air Show, NRC Aerospace (Hall 3 E71) is launching a new research program to find a suitable highoctane gasoline alternative to the existing 100LL (low lead) aviation gasoline. The organization is seeking partners in a project that many believe is needed to ensure the long-term viability of general aviation.

“As part of its ‘Clean Air Agenda,’ the government of Canada is committed to finding ways to reduce airborne pollutants that result from air transportation,” said NRC general manager Jerzy Komorowski.

“To achieve these reductions, we must find a suitable unleaded aviation gasoline alternative to ensure the long-term viability of the piston-powered aircraft, which is commonly used in general aviation.

“Analysis of NRC’s world-first civil flight powered by 100 percent biofuel [which NRC conducted in a Dassault Falcon business jet] revealed 50 percent reductions in aerosol emissions compared with conventional jet fuel,” he added.

“These are positive results, and we hope to build on them with this new research effort. It is a natural progression that NRC continues alternative jet and aviation gasoline fuels research for the general aviation market.”

Building on its long track record of supporting companies in technology research and

the yak is back Following a hiatus from the Paris salon that lasted a dozen years, Russian demonstration aircraft have returned.

They include this Yak 130, a multirole twin-engine jet designed to be used as a lead-in fighter trainer, or a light attack aircraft. First flown in 1996, the Yak 130 was developed by Russia’s Yakovlev and Italy’s Aermacchi.

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validation of NRC tools for WFD evaluation of existing and new aircraft designs.

The studied curved panel is a section of a pressurized fuselage consisting of all stringers, frames, shear ties and skins. The curved panel test is a cost-effective way to study WFD of aircraft fuselages.

“Recently, the NRC widespread fatigue damage assessment tools were successfully applied to assess aircraft service life related to multiple fatigue damage and widespread fatigue damage for the Royal Canadian Air Force transport airplanes,” explained Komorowski. “NRC’s research progress and expertise on in-service applications will assist JAXA’s effort on evaluation of widespread fatigue damage on fuselage panels.”

In its continuing work to support future aircraft development, NRC is now involved in areas such as power requirements for blended wing aircraft. It also is looking at ways that airframers can shorten the amount of wind tunnel testing

they need to do. “We’ve looked at the huge delays in product development and believe we can do more of this work through simulation with shortened fullscale tests,” Komorowski told AIN. “This could reduce aircraft developments by three months.”

NRC provides wind tunnel testing facilities itself.

Another key focus of NRC’s work is aircraft icing and the organization is supporting work to better detect, characterize and mitigate ice formation on aircraft. One bit of technology in the works is a sensor for detecting ice crystals that can also be used to detect volcanic ash in the atmosphere.

In 2010, Iceland’s Eyjafjallajokull volcano erupted and the resulting ash cloud caused major disruption to air transport across the Atlantic Ocean and Europe.

NRC is also continuing to work in three other main areas of research and development: civil unmanned systems, air defense technology and aeronautical product development. o

uContinued from page 1

have also considered buying American. EADS has proposed a design named the Talarion as a Future European Male (Female) but stopped work on it 18 months ago after failing to secure government funding.

Last year, the French and British

The French and German air forces currently operate IAI Heron UAVs that have been adapted to national command, control and dissemination systems, respectively known as the Harfang and Saateg programs.

Both countries have deployed them to fly over Afghanistan.

The French government considered buying the enlarged Heron TP via a joint venture between IAI, Dassault and Thales. Paris described this as an interim solution pending development of a Female. Then came the flirtation with the British. But well-informed French industry sources told AIN that the French air force developed a preference for the Reaper some time ago.

French To Buy Reapers

Three European industry leaders shook hands here yesterday on a plan to develop a European Male UAV. From left to right: Bernhard Gerwert, CEO of EADS Cassidian; Eric Trappier, CEO of Dassault; and Giuseppe Giordo, CEO of Alenia.

governments drafted an agreement allowing Dassault to cooperate with BAE Systems on the latter’s Mantis design, which was re-christened Telemos. But the new French government failed to confirm the deal, saying it needed more time to consider the matter.

“It’s obvious that industry must co-operate,” said EADS Cassidian CEO Bernhard Gewert here yesterday. The European trio agree that a Female must be designed from the outset to meet emerging European requirement for UAS certification and operation in unsegregated airspace. Such a program would be “strongly competitive with the U.S.,” Gewert said.

After a recent visit to Washington, French defense minister Yves Le Drian said the country would quickly buy two Reaper systems to meet the urgent need for surveillance over Mali, following the French intervention there. Le Drian did not explain why the French air force could not make do with the two Harfangs that have been deployed already for this purpose. “They want to join the Reaper club, even though it will come with U.S. restrictions,” a French aerospace industry leader told AIN. The new initiative from Dassault, EADS and Alenia promises “European sovereignty and independence in the management of information of intelligence,” the prospective partners said.

Gewert said that EADS, Dassault and Alenia would decide who does what if and when a Female program is launched. He had also discussed

AgustaWestland Zeros in on the future DAVID McINTOSH

Trio shake on a Male UAV pact

AgustaWestland’s Project Zero tiltrotor, sized for a single pilot, is powered by a pair of electric motors driving three-bladed ducted rotors. It’s described as maneuverable and “very stable in the hover.”

the issue of program leadership with Dassault. The French company believes that someone has to be in charge and is pointing to the Neuron UCAV technology demonstrator program as a model. The French government is making the largest financial contribution to the Neuron, and Dassault is the prime contractor.

What about the British? “We are not aware that the U.K is asking for a European Male,”

Gewertz said. That comment may be disputed in London.

In the meantime, BAE Systems and Dassault continue to study a future unmanned combat air system, with AngloFrench government funding that was agreed last summer.

That study is due to conclude later this year. Dassault CEO Eric Trappier said last Friday that the next stage could be a demonstration program, if the two governments agree. o

ain reporter honored At the Paris Air Show aerospace media dinner on Sunday, AIN contributor Thierry Dubois won the award for best safety, training and simulation submission.

A380 lease launches ‘a new chapter’ Airbus’s A380 yesterday received a highly welcome boost from Doric Lease, which placed a memorandum of understanding (MoU) for the purchase of 20 of the superjumbos at the Paris Air Show.

With this investment, Doric plans to offer a tailored A380 leasing scheme designed to make the aircraft more accessible to new and existing A380 operators around the world who prefer to opt for the flexibility of an operating lease. Doric already has significant experience

with the A380, ranking as the third largest wide-body lessor worldwide by value and the world’s largest asset manager of leased A380s. Doric carries a $6 billion aircraft portfolio under management, including 18 A380s acquired through sale and leaseback arrangements.

“The A380 offers us a unique opportunity to continue growing Doric’s aviation platform by establishing ourselves as a lessor with a forward-order portfolio of 20 A380s to market with existing and new customers worldwide,”

said Doric CEO Mark Lapidus.

Appearing with Lapidus at yesterday’s signing ceremony, Airbus COO for customers John Leahy called the deal the start of “a new chapter” for the A380, which has suffered through an extended sales slump, as has its competitor from Boeing, the 7478. Last year the A380 drew firm orders for just nine examples and this year Airbus has yet to collect an order. Leahy has targeted sales of 25 of the big jets this year. Last year he had expected 30. o

Big Two have a good first day

confident that with 777s and A340s globally moving out of service, the 787-10X would be an ideal replacement, as a strong airplane for transatlantic and inter-Asia travel. “With a 5,000 nautical mile range, it will cover 95 percent of the world.”

On a separate note, TUI Travel and CFM International celebrated a commitment to purchase 60 Boeing 737 Max 8s and Max 9s with 120 CFM Leap-1B engines.

Airbus reported that Lufthansa has firmed up on its order for 100 Airbus A320s and International Lease Finance Corporation (ILFC) has added a further 50 A320neos to its previous order for 100 aircraft.

The German carrier will take a mixed fleet of 35 A320neos (new engine order), 35 A321neos and 30 A320ceos (conventional

engine order), with Sharklet wingtips. It says the aircraft will meet airlines’ future growth and fleet renewal needs and will “contribute significantly to reducing noise and emissions.”

ILFC CEO Henri Courpron said the latest order, bringing its neo order tally to 150 aircraft, “allows ILFC to offer a singleaisle aircraft family that delivers a significant reduction in fuel consumption and the widest, most comfortable cabin in its class.”

Neither customer has yet decided between the CFM56 Leap engine or Pratt & Whitney PurePower geared turbofan offerings. Lufthansa ordered PurePowers for its previous 30 neos, saying it had “spent a lot of time with Pratt & Whitney to thoroughly understand the geared turbofan architecture.” –N.M., J.M.

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“The 787 and A350 are too expensive [for us],” said Skymark president and CEO Shinichi Nishikubo. “The 737 has helped us become a big company.” Of the six Airbus A380s that Skymark has ordered, Nishikubo told AIN, “I will fly the first to New York and the second to London. And the third, I am thinking [about].” The carrier also has 10 Airbus A330s, “with no plans to buy more.”

Tough economic times are telling. Gecas president and CEO Norman Liu said, “This [787 order] has been a conservative figure given the world we live in.” However, he was

www.ainonline.com • June 18, 2013 • Paris Airshow News 69

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