AIN Singapore Airshow News 2-15-12

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WEDNESDAY 2•15•2012 Vol. 44 No. 7

Singapore

Airshow News

TM

AINonline.com

New Trainers

787 Heads-up

Putin’s Proposal

VIP Singapore

The Republic of Singapore Air Force should receive the first of 12 M-346 advanced trainers by the end of the year, Alenia Aermacchi says. Page 20

Boeing 787 Dreamliners ordered

by Asian airlines will have dual Rockwell Collins HGS-6000 head-up guidance systems installed. Page 31

In a recent visit to China, Russian Prime Minister Vladimir Putin pushes the case for Sino-Russian alliance on widebodies. Page 32

ST Aerospace acquires U.S. completion design company and gets into the VIP interiors business. Page 40

Visit ainonline.com for full coverage of the Singapore Airshow, including AINtv videos, blogs and podcasts.

On a SingapOre SOjOurn

MARK WAGNER

Boeing’s 787 Dreamliner is framed against the sky during its three-day stopover at Changi Exhibition Center. The ZA003 test aircraft is on the latest leg of its six-month ‘Dream Tour.’

Narrowbodies MAX out on show’s opening day

by Gregory Polek A flurry of commercial activity in steamy Singapore yesterday marked a busy opening day for the 2012 airshow. Kicked off by the conversion to firm status of a record commitment for 201

Boeing 737 MAXs and 29 737900ERs placed last November

by Indonesia’s Lion Air, the day would prove very lucrative for both Western OEMs and a relative newcomer from China.

In a market where forecasters predict narrowbodies will flourish in the years ahead, virtually all the commercial business centered around single-aisle models, such as the fastest selling airplane in history–the Airbus’ A320neo.

Stealing a bit of Boeing’s Lion Air thunder with a firm order from Kuwaiti lessor Alafco for 35 of the re-engined

Continued on page 46 u

Lion Air roars as Boeing scores

by Neelam Mathews Indonesia’s Lion Air underlined its clear love for Boeing aircraft here on St. Valentine’s Day

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when it signed a “ceremonial certificate of purchase” to firm up the massive aircraft order it first revealed at the Dubai Air Show last November.

Jakarta-based Lion Air’s founder and president director, Rusdi Kirana, and Dinesh Keskar, vice president of Asia Pacific and India Sales for Boeing Commercial Airplanes, were on hand to seal

Continued on page 46 u

Airbus, its logo and the product names are registered trademarks.

lovea380.com

“Every long-haul flight

A380. Love at first flight.

should be like this!�

Jason, South Africa

Singapore

Airshow News

TM

Viking Air (Chalet CD39) revealed here at the show yesterday that it had sold eight of its new $7 million Twin Otter Series 400 turboprops. Two will go to Papua New Guinea’s OK Tedi Development Corp., while the other six will go to Turkey’s Seabird Airlines as the floatplane variant. Viking launched the new DHC-6 Twin Otter Series 400 production program

Raytheon delivers APY-10

by David Donald Raytheon’s Space and Airborne Systems has delivered the first APY-10 multi-mission radar to Boeing for installation in the P-8I maritime patrol aircraft for the Indian Navy. The company is under contract to deliver eight sets.

Although it shares a common designation with the radar being used in the U.S. Navy’s P-8A Poseidon, the Indian APY-10 incorporates new modes. “The Indian government had different requirements [from the U.S. Navy],” said Tim Carey, Raytheon’s vice president, ISR systems.

“It’s specifically customized for their needs.”

One of the two principal elements of the adaptation is the addition of an interleaved weather/surface search radar

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online editor – Matt Thurber online videograPHer – Joseph W. Darlington Web develoPer – Mike Giaimo eXecutive vice President & online Product develoPment – John F. McCarthy Jr. PublisHer – Anthony T. Romano advertising sales – nortH america Melissa Murphy – Midwest (830) 608-9888 Nancy O’Brien – West (530) 241-3534 Anthony T. Romano – East/International Philip Scarano III – Southeast Victoria Tod – Great Lakes/UK advertising sales – international – Daniel Solnica – Paris Production/manuFacturing manager – Tom Hurley audience develoPment manager – Jeff Hartford grouP brand manager – Jennifer Leach English sales/Production administrator – Susan Amisson marketing consultant – Maggi Finlayson advertising/sales secretary staFF Patty Hayes; Cindy Nesline 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; Erin Fogelstrom; Rosa Rivera u.s. editorial oFFice: 214 Franklin Ave., Midland Park, NJ 07432 Tel: (201) 444-5075; Fax: (201) 444-4647 WasHington, d.c. editorial oFFice: Bill Carey; bcarey@ainonline.com Tel: (202) 560-5672; mobile: (202) 531-7566 Paul Lowe; paulloweain@aol.com Tel: (301) 230-4520; Fax: (301) 881-1982 euroPean editorial oFFice: Charles Alcock 8 Stephendale Road, Farnham, Surrey GU9 9QP UK Tel: 44 1 252 727 758 calcock@ainonline.com u.s. advertising oFFice: 81 Kenosia Ave., Danbury, CT 06810 Tel: (203) 798-2400; Fax: (203) 798-2104

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russian advertising oFFice: Yuri Laskin, Gen. Dir., Laguk Co. Ltd. Russia, 115172, Moscow Krasnokholmskaya Nab., 11/15 - 132 Tel: +7-05-912-1346, 911-2762 Fax: +7-095-912-1260 ylarm-lml@mtu-net.ru

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tHe convention neWs comPany, inc. – ain Publications President – Wilson S. Leach eXecutive vice President – John F. McCarthy, Jr. vice President oF oPerations – R. Randall Padfield treasurer – Jane L. Webb secretary – Jennifer L. English

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All prices given in articles in this issue are in U.S. dollars unless otherwise specified.

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The Pegasus is an electronic intelligence system being offered for smaller aircraft and large UAV applications, while the Titan is a comint system applicable to larger platforms. o

by Liz Moscrop

editor-in-cHieF – R. Randall Padfield international editor – Charles Alcock Pressroom managing editor – Ian Sheppard Production director – Mary E. Mahoney tHe editorial team Bill Carey Peter La Franchi Gregory Polek David Donald Dzirham Mahadzir Peter Shaw-Smith Thierry Dubois Neelam Mathews Chad Trautvetter Curt Epstein Nigel Moll Benet J. Wilson Ian Goold Liz Moscrop Vladimir Karnozov Chris Pocock tHe Production team Mona L. Brown R A T E B I N L Jane Campbell Alena Korenkov John Manfredo Lysbeth McAleer Colleen Redmond Annmarie Yannaco O R R T Y Y E A PHotograPHers David McIntosh Mark Wagner Press room administrator – Barbara Torgoff C

Asia Pacific regions. As well as its APY-10 and SeaVue radars, it is also now marketing signals intelligence systems following the acquisition of Applied Signal Technology.

MARK WAGNER

mode, which allows the flight crew to access weather-avoidance information while the radar is also performing its surveillance mission.

A second requirement is for an air-to-air capability to exploit the aircraft’s high operating altitudes. “India is interested in the air picture from high altitude,” said Carey. “We’ve adapted the waveform to give that capability.” Details of the kind of air-toair capability that can be achieved have not been revealed. Adapting the APY-10 for its extra duties has involved changes in the dataand signal-processors, and some alterations to the actual antenna.

Mounted in the lower nose of the P-8, the radar has a forward scan over a 240-deg sector.

These developments have aroused interest among other potential customers. The P-8 is being marketed to a number of countries, and is one of the likely competitors for a forthcoming Singapore maritime patrol requirement.

Raytheon sees a growing market for maritime patrol radars, notably in the Middle East/North Africa and

Viking sells eight new Twin Otters

FOUNDED IN 1972 James HolaHan, Founding editor Wilson s. leacH, managing director

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new variant, which offers many modifications that improves performance over the Series 300. Most notable is the integration of the Honeywell Primus Apex avionics suite, while other changes include upgraded Pratt & Whitney PT-34 engines, a lighter weight interior, LED lighting and optional air conditioning and de-icing equipment.

Both OK Tedi aircraft will

Celebrating the delivery of first Twin Otter Series 400 aircraft to OK Tedi Development of Papua New Guinea are (l-r) Matt Lorentzen, OK Tedi CEO Ian Middleton, PNG Mining secretary Nellie James, Viking CEO David Curtis and Rob Mauracher.

MICA (P) 014/12/2011

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in 2007 and now has an order backlog worth $350 million.

The first aircraft for OK Tedi was formally delivered by the Canadian manufacturer here at the Singapore Airshow on Tuesday, while the second is slated for delivery mid-year.

Although there is a fleet of legacy Twin Otters in the country, OK Tedi will be the first PNG company to operate the

be used to support the company’s mining businesses. The company’s chief executive Ian Middleton explained, “Papua New Guinea is in the middle of a resource boom, and there is a need for aviation to support operations on the back of that.” Launch customer for the Series 400, Florida’s Loch Ard Otters, brokered the deal. The firm operates five of the aircraft with a further two on option.

The Turkish win will see six Series 400 Otters configured with floats heading for Turkey’s Seabird Airlines, which will also become distributor for the type in the country. The first is slated for delivery in 2014.

Other Series 400 orders include: Lagos, Nigeria-based Caverton Helicopters, which already operates two legacy Twin Otters, and will add a 400 Series to its roster later this year–the first in western Africa. An undisclosed Peruvian customer will take four new Series 400s, destined for Peru and Chile. A further aircraft will go to Tahiti, while an unidentified customer in Panama is due to take another float-equipped Series 400.

Viking also provides support for the worldwide fleet of de Havilland heritage line of aircraft types (DHC-1 through DHC-7). o

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Singapore Airshow News is a publication of The Convention News Co., Inc., 214 Franklin Ave., Midland Park, NJ 07432; Tel.: (201) 444-5075. Copyright © 2011. All rights reserved. Reproduction in whole or in part without permission of The Convention News Co., Inc. is strictly prohibited. The Convention News Co., Inc. also publishes Aviation International News, AINalerts, AIN Defense Perspective, AIN Air Transport Perspective, AINmx Reports, Business Jet Traveler, ABACE Convention News, EBACE Convention News, HAI Convention News, MEBA Convention News, NBAA Convention News, Dubai Airshow News, Paris Airshow News, Singapore Airshow News.

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The Rolls-Royce Operations Center at Bristol is staffed continuously so engineering advice can be discussed and relayed to operators of the company’s military engines throughout the world.

Rolls-Royce provides customers technical support around-the-clock

by Chris Pocock In the operations center at the Rolls-Royce factory in Bristol, UK, it is well past midnight, but engineers are still manning some of the dozen consoles, standing by to receive queries, consult databases and dispense their technical expertise to operators of the company’s military engines anywhere in the world.

There might be a call from Malaysia or India relating to the Adour turbofans powering Hawk jet trainers. Japan might have a problem with an RTM322 turboshaft on an EH101 helicopter. Australia may need to consult on the AE2100 turboprops that power the C-130J airlifter.

The center operates 24 hours a day, 365 days a year, serving 160 customers who own more than 8,000 engines. Last year, it responded to more than 5,000 issues, of which 10 percent were

aircraft-on-ground situations or flight safety-related. It is a core part of Rolls-Royce’s aftermarket commitment. The company claims to be a pioneer in partnered support, and now earns more than $1.5 billion each year from defense services. That’s slightly more than its revenues from selling new military engines.

Consulted with RAF

Based on pioneering experience gained with a prime customer, the UK Royal Air Force (RAF), Rolls-Royce has been extending availability-type contracts worldwide. These MissionCare agreements have been concluded with all branches of the U.S. military, most recently for the V-22 Osprey tiltrotor and the C-130J. India and Malaysia have also signed up.

Company managers and RAF officers say that an honest

dialog with operators is essential to the creation of such contracts.

Eight years ago, the RAF realized that the support arrangements for the RB199 engines powering the Tornado strike fighter were inefficient. Each Tornado base had its own support structure, mostly manned

by RAF personnel. The system actually incentivized RollsRoyce to provide more spares and more repairs.

“We had an ‘open-book’ consultation with Rolls-Royce to identify the cost levers and attack them,” recalled Air Vice Marshall Simon Bollom, director of combat air. “We rationalized to a single ‘pulse line’ for repair and overhaul at one base, and Rolls reduced the surplus stock.”

The first availability contract was signed in December 2005. Since then, the RAF has

A Rolls-Royce tech rep consults with a Royal Malaysian Air Force engineering officer in front of a BAE Hawk 200 fighter, powered by the company’s Adour engine.

halved its RB199 support costs.

The contract was renewed, and the RAF agreed to move the entire operation to Bristol last year. “It was a risk, but it’s been a huge success,” said Bollom.

The Rolls-Royce workforce has responded well to the increased demands that resulted from the Tornado being deployed in combat over Afghanistan and Libya, he confirmed.

In December 2010, a similar contract was agreed for the EJ200 engines on the RAF’s Eurofighter Typhoons. Over the next 10 years, it will be worth some $1.35 billion to Rolls-Royce. As part of the deal, the company agrees to make one replacement engine available at each Typhoon base, at one hour’s notice.

Some of Rolls-Royce’s thinking on military engine support has been transferred from the company’s commercial engine division. But airlines can forecast their total expected flying hours with much greater accuracy than the military. Therefore, availability contracts for military engines will likely specify a baseline, with a surge provision.

In extremis, the contractor should also be flexible. For instance, when Japan’s EH101 fleet was flying round-the-clock during last year’s tsunami, “we didn’t worry too much about the contract,” said a RollsRoyce director.

Also, when pricing a support deal, the contractor is bound to consider extreme military use– such as thrust slams. AVM Bollom said, for this reason, the RAF has decided to retain some risks in the Typhoon and ­Tornado contracts. o

Boeing extends Arrow co-op with IAI Late last month Israel Aerospace Industries and Boeing officials gathered to celebrate the 10th anniversary of their partnership developing the Arrow anti-ballistic missile defense system. At the same time, they announced an extension to the partnership, which at present is working on the Arrow 3 twostage interceptor.

The interceptor is being developed with a longer range compared to earlier interceptor versions, primarily to allow reattack if initial intercepts are not successful, and is seen as a counter to potential nuclear missile strikes from Iran.

The initial operating capability stage for the Arrow 3 is scheduled for 2014, and a first full test is planned for later this year.

As well as the interceptor, the Arrow weapon system includes Green Pine L-band AESA radar for detection, tracking and guidance, a launch control center and battle management center.

India acquired Green Pine radars, but the U.S., which partly funds the program through the Missile Defense Agency, has been blocking the sale of the Arrow missiles. Boeing and IAI are reportedly targeting South Korea as the first potential export customer. –D.D.

The Arrow is a two-stage rocket interceptor with an exo-atmospheric hit-to-kill vehicle that maneuvers using a thrust-vectored rocket motor.

8 Singapore Airshow News • February 15, 2012 • www.ainonline.com

Airbus and Rolls ready Trent XWB for flight

DAVID McINTOSH

by Thierry Dubois

Airbus Military is showing off the A330 multi-role tanker transport, one of 14 destined for the UK Royal Air Force strategic tanker fleet.

Airbus, Boeing brag about tankers Eyeing regional requirements, including here in Singapore, Airbus Military has brought an A330 multi-role tanker transport (MRTT) to the show. It is one of 14 destined for the UK Royal Air Force’s future strategic tanker aircraft (FSTA) fleet. A total of 28 MRTTs have been ordered by four countries. Airbus Military has now delivered four of the five ordered by Australia. First acceptances by the UK, the Royal

Saudi Air Force (six on order) and the UAE Air Force (three on order) are in process.

But the big prize–a U.S. Air Force order for 175 tankers– eluded the European manufacturer. Speaking here yesterday, Airbus Military head of defense capability marketing Ian Elliott described the winning KC-46A entrant as “smaller and much more basic” than the A330MRTT. “Let’s see if Boeing can deliver on

First carbon credit issued to Hawaiian

by Gregory Polek Hawaiian Airlines received the first-ever aviation-based carbon credit this week. Known as Verified Carbon Units, the credits get issued under the requirements of the Verified Carbon Standard using a new methodology developed by Pratt & Whitney that provides a validated process for calculating CO2 savings using the company’s EcoPower engine wash.

“Importantly, engine washing with EcoPower is helping us mitigate rising fuel costs and singly reduce Hawaiian’s carbon footprint at the same time,” said Hawaiian Airlines president and CEO Mark Dunkerley.

Pratt & Whitney claims that since 2005 Hawaiian has saved more than 2.5 million gallons of fuel and 26,000 gallons of water, eliminated potential soil and groundwater contamination and cut its CO2 emissions by 22,000 metric tons as a result of its continuous use of the EcoPower process.

“It is appropriate that our first

EcoPower customer, Hawaiian Airlines, is also the first customer to be awarded Verified Carbon Units as a result,” said Pratt &

time and budget,” he added.

Singapore may not be in any hurry to replace its four KC-135Rs, and that could suit Boeing. Joe Song, vice president, Asia Pacific business, told AIN that Boeing is very focused on delivering the first KC-46A to the U.S. Air Force in 2017. “We can offer Singapore a roadmap to keep their KC-135s viable until we can eventually offer the KC-46,” he told AIN. –C.P. Whitney vice president of sales for the Americas Rick Deurloo.

Pratt & Whitney has calculated that its EcoPower engine wash system reduces fuel burn by as much as 1.2 percent, eliminating some three pounds of carbon dioxide emissions for every pound of fuel saved, while decreasing engine gas temperature and, therefore, increasing engine time on wing. o

Rolls-Royce and Airbus are just about to start flight-testing the 84,000-pound-thrust Trent XWB engine for the A350XWB. Airbus’s A380 flying testbed (MSN 001) has already been fitted with the test engine and requisite instrumentation and is only waiting “for the weather in Europe to warm up a bit,” according to Rolls-Royce chief operating officer Mike Terrett.

The engine has been installed on a dedicated pylon in the number-three position (inboard right wing), and the trial program is being conducted jointly by Airbus and Rolls-Royce. “We both want to test things, such as the nacelle, which Airbus is responsible for,” noted Terrett.

From the engine manufacturer’s standpoint, altitudes can be simulated in a static testbed on the ground, but aircraft movements can’t easily be replicated and this make flight trials a necessity early on. The first test sortie will therefore be taking place roughly one year before the A350’s maiden flight. “We’ll learn a lot, so that we’ll be comfortable with the engines that will actually go on to the A350,” said Terrett. The engine, which is equipped with the largest fan ever on a Trent engine (at 118 inches), was installed on the aircraft in October last year.

Overall, Rolls-Royce now has eight Trent XWBs in various stages of testing. Program director Chris Young said that his team is

busily building hours and cycles to prove the full capability of the new turbofan ahead of in-service tests.

“We are not changing our test program despite the change in timing at Airbus [for A350XWB certification],” he told a pre-show briefing, referring to the European airframer’s admission in November that the program has had to be delayed with a view to achieving first flight in the first half of 2013. “We can achieve a more mature entry into service with lower risk. We didn’t need the extra time but we will make good use of it.” Rolls expects to complete certification for the -800 and -900 versions of the Trent XWB by the end of 2012.

Increased Thrust

Meanwhile, work also is continuing for the Trent XWB that would power the larger A3501000 aircraft. The planned power rating for this engine has been increased from 93,000 pounds to 97,000 pounds.

Again, Rolls is taking the time available while Airbus mulls the timeline for the -1000 program to reduce technology risk. For instance, Young explained that the company has already been able to prove the clearances and cooling configurations for the shroudless blades. Detailed engineering work will continue through 2013 and the first test engine for the -1000 will be built in the first quarter of 2014. o

BUFF MAKES TOT AT CHANGI When the U.S. Air Force offered to fly a B-52 over the Singapore Airshow, there was only one snag. The BUFF–Big Ugly Fat Fella’–would be coming all the way from Andersen Air Base on Guam. The show organizers made clear that because of the tight scheduling of the flying display, the veteran bomber would have to make its Time-Over-Target–or be turned away. No problem, it seems. –C.P.

AGNER MARK W

www.ainonline.com • February 15, 2012 • Singapore Airshow News 9

AgustaWestland adds to portfolio

by Charles Alcock AgustaWestland has stepped up its product portfolio with the unveiling earlier this week of its New Generation Helicopter Family, consisting of the existing A109 Grand New and AW139 flagships and the in-development AW169 and AW189 models.

The strategy is clear. AgustaWestland wants to give operators options to build their fleets through the different weight classes it will soon cover.

This week brought new sales across the product family with the manufacturer’s Japanese distributor Mitsui Bussan Aerospace ordering four more AW139s. Two of these are intended for unspecified civil customers and the other pair will be operated by the Japan National Police Agency.

On Monday, the Bond Aviation Group signed a framework agreement calling for 15 new helicopters, with 10 under firm order and five as options. The deal will comprise a mix of AW169, AW139 and AW189 models.

Mindful of the example set in the fixed-wing world by Airbus, AgustaWestland’s engineers have been placing a renewed emphasis on offering common technology across the family to

give operators greater flexibility and efficiency in both crew training and maintenance. The commonality is particularly apparent in the cockpit, but also in key components such as gearboxes and rotorheads.

At the same time, technological innovation–particularly in the cockpit–is to be made more readily available to existing operators through softwareenabled upgrades. A prime example of this is new Phase 7 version of Honeywell’s Primus Epic avionics suite for the AW139, which was announced on Sunday at the HeliExpo show in Dallas, Texas.

According to AgustaWestland’s new CEO Bruno Spagnolini, the company is keeping to schedule in development work for both the AW169 and the AW189, while also staying mindful to ensure that these new types deliver their promised performance parameters on entry into service. First to arrive on the market will be the AW189, which is set to complete certification–in its offshore configuration–during the second half of 2013. The AW169 is to follow during the second half of 2014.

Over the past couple of years, existing customers– most notably leading offshore Malaysia’s WestStar has ordered new AW169s.

operators–have been helping AgustaWestland to define both new designs, with the manufacturer collecting an unspecified number of nonrefundable deposits. One of these operators is Malaysia’s WestStar, which recently placed orders for a mix of AW169s and AW189s, having already introduced the A139.

In Spagnolini’s view, AgustaWestland came of age as a helicopter maker with the introduction of the AW139. “It really boosted our credibility, and one of the main lessons we learned for the 189 and the 169 is to develop all the avionics ourselves so that we can develop modifications through software more flexibly and more cheaply,” he commented.

Another lesson learned with the 139 is the importance of being ready with complete training packages, including full-flight simulators, in time for new models to enter service. This was not achieved for the 139, causing serviceentry holdups for operators, but, working with CAE, simulators for the 189 and 169 are already in the works and should be ready in time for certification.

As part of the certification process, AgustaWestland is working to convince the European Aviation Safety Agency of the high degree of commonality between the new types. Many aspects of the technical publications will be the same, which should

AgustaWestland AW139, above, is the flagship of an expanding portfolio that includes the existing A109 and in-development AW169 and AW189 models. The helicopter manufacturer is committed to supporting aircraft through their operational lives and offers simulator training at its academy.

be reflected in a high degree of crossover in operational requirements and training.

“If you want to have a mixed fleet, you will find that the interiors and much of the equipment [between the 189 and the 169] is exactly the same,” Spagnolini told AIN. “For instance, if you want to move from having 12 to 16 passengers with the 189, you can simply exchange some seats from the 169 cabin. It’s a completely modular approach and we believe we are the only manufacturer offering this.”

The company has also been stepping up its commitment to providing a completely comprehensive level of support throughout the operational life

of its aircraft. The aim is that this approach should be evident at every stage in its relationship with clients, from product definition, through the sales process, to aircraft delivery, training, maintenance and spares support.

This more holistic approach based on a more meaningful sense of partnership with clients was inspired by the more costsensitive needs of the larger, more commercially driven operators who bought the AW139.

It expects to attract more operators like those as it introduces the AW189, offering greater payload and range to sectors such as the oil and gas industry, which is now very much in growth mode. o

New Approach To Avionics Built On Flexibility

Academy Expands To Crew With service entry for its new AW189 and AW169 models looming large over the next couple of years, AgustaWestland is scrambling to ensure that operators can get their flight crew type-rated in good time. At its main training academy in Sesto Calende, a major extension is under construction to house no fewer than nine full-flight simulators and six training devices for the new aircraft. This week AgustaWestland and CAE agreed that their Rotorsim joint venture will operate a new AW189 full-flight simulator–a CAE 3000 series model–in Sesto Calende from the third quarter of 2013.

The new facilities will significantly boost the capacity of a flight academy that last year certified some 4,200 students from 40 countries on 45 separate courses. Its Class-D simulators are in action 20 hours a day, 363 days per year. The center also offers extensive instruction for mechanics.

Responding to the growing Asian market for rotorcraft, the manufacturer last month opened another training academy in Malaysia. AgustaWestland has a subsidiary in Malaysia, which is also involved in customer support.

–C.A.

AgustaWestland and Honeywell have introduced a new “Phase 7” version of the Primus Epic avionics suite for the AW139 rotorcraft. The upgrade, which will be available soon for new-build aircraft as well as for retrofit, marks a step-change in the manufacturer’s approach to developing the cockpits of its growing family of aircraft.

According to Dario Ianucci, project leader for the new AW189 and AW169 programs, AgustaWestland has taken control of avionics integration back in-house so that it can be sure that customers get what they really want. The key principle for cockpit development at the company are now maximized flexibility for operational requirements using open architecture built on the Arinc 664 AFDX highspeed data bus and changes that can be quickly and easily applied via field-loadable software. Also fundamental is the desire to achieve a common avionics platform right across the AgustaWestland product family.

Phase 7 introduces a satellite-navigation-based LPV approach for a 9-degree slope and 50-knot speed, as well as a RNP approach with a 0.3-nmi decision distance. The Primus Epic upgrade, which will be available from the middle of 2012, also will feature ADS-B Out capability and access to Tcas II terrain collision avoidance capability, plus

10 Singapore Airshow News • February 15, 2012 • www.ainonline.com

a more advanced version of Honeywell’s enhanced ground proximity warning system.

Also in the sites of AgustaWestland’s “cockpit-commonality police” is the AW109 Grand New light twin, featuring displays and a flight management system from Chelton, and a Sagem autopilot. Again, the of change is largely software-derived and here the airframer’s developers are pushing to certify LPV approach capability with the European Aviation Safety Agency.

The requirement, in this case, has largely been driven by EMS operator Rega, which has helped AgustaWestland to develop the da Vinci version of the Grand New. With a high degree of hardware commonality with the AW189 cockpit, avionics development work for the two new helicopters is progressing efficiently in tandem, explained Ianucci. Software changes introduced to the aircraft mission and management system will drive features in the VMS/FMS such as HUMS and a digital map.

“On the avionics side, we have developed and are still developing products in different weight classes with enhanced [operational] effectiveness and reduced costs,” concluded Ianucci. “We’re trying to achieve [across the product range] the same philosophy of mission effectiveness, crew workload, situational awareness and the overall look and feel.”

–C.A.

LION AIR PLACES 201 FIRM ORDERS FOR THE 737 MAX, 29 ORDERS FOR 737-900ER. We’re proud to salute our friends at Lion Air for selecting the new 737 MAX and additional 737-900ERs. The 737 MAX will be the most fuel efficient single-aisle airplane in the industry and features the new Boeing Sky Interior, providing an unmatched standard of comfort. Lion Air’s choice of these airplanes reaffirms its commitment to leadership and the 737’s standing as the world’s best single-aisle airplane.

CFM prepares to run Leap development core Chahrour said. “The sizes are closer to the final design–until eCore 2, we were trying to guess what the airframers’ requirements would be,” he explained. Still, a lot was learned with eCore 2 in terms of efficiencies and margins.

The first full Leap engine is to begin testing in the third quarter of 2013. By then, another way to test Leap components will be installing them on a GEnx engine (the type usually powers the Boeing 787 and 747-8). Four “endurance builds” are planned.

On the first one, in March, some HP turbine blades will be “scattered among GEnx blades” on the disk, Chahrour said, allowing CFM engineers to compare durability performances. The environment in the GEnx will even be a bit hotter than that of a Leap. Obviously, Leap blades are not optimized for the GEnx so engineers will not check for efficiency.

CFM International plans to run a third development core for the Leap engine it is developing for the Airbus A320neo, Boeing 737 MAX and Comac C919 airliners.

Also tested from March will be a shaped multi-hole combustor liner and ceramic-matrix composite (CMC) shrouds. In September, the second build will include HP compressor and combustor coatings as well as HP turbine airfoil cooling.

In February, a full set of Leap blades will replace the GEnx blades on the HP turbine. In June, the engine will be “heavily instrumented” to gather “detailed

Embraer wins orders for Lineage

composites), are less sensitive.

In production, CFM is planning about 1,400 engine deliveries this year, up from 1,354 in 2011. This is forecast to gradually increase to 1,600 in 2014.

Depending on Airbus and Boeing production rates, some scenarios push the annual output up to 1,800 in 2018. The transition from the existing CFM56 to the Leap engines is expected to be completed by 2019. o

Lion Air of Indonesia orders Hawker 900XPs

DAVID McINTOSH

by Liz Moscrop Brazil’s Embraer (Chalet CD51) announced here yesterday that China’s Minsheng Financial Leasing (MSFL) is to purchase three of the company’s flagship Lineage 1000 bizjets, which are based on its best-selling E-Jet airliner family (the E190). According to Ernest Edwards, president of Embraer Executive Jets, the first jet may be delivered as soon as the first quarter of 2012.

The latest deal follows an order for 13 Legacy 650s from MSFL, announced last October. Kong Linshan, MSFL’s chairman, said, “Embraer is one of our strategic partners and we do wish, through the joint effort, to promote cooperation not only between the two parties, but also Sino-Brazilian cooperation, as well as to achieve win-win and boost the sound development of Chinese business aviation.”

Embraer has delivered three Lineages into the region over the past year in India, China and in

data.” All this will take place at GE’s Peebles, Ohio test facilities in the U.S. One of the Leap’s features Chahrour insisted on is its “FODfree core.” Thanks to the spinner and fan blade design no foreign object is allowed in the core. “This prevents foreign object damage and erosion in the core,” Chahrour pointed out. Fan blades, due to their size and construction (on the Leap this is 3D-woven

From left to right are Guan Dongyuan, Embraer China president, Ernie Edwards, Embraer Executive Jets president and Jose Eduardo Costas, vice president marketing.

Indonesia, the new burgeoning regional market. The Lineage received its Indonesian type certification in late 2011, and local operator Premiair is managing the new entrant.

Edwards is bullish about the potential size of both the Chinese and pan-Asian sector over the next decade. Embraer forecasts a market size of some $40 billion. Edwards said, “We foresee anywhere between 1,300 and 1,800 airplanes, which is a significant market worthy of attention.”

To service the installed fleet the OEM has bolstered its customer support network in Asia.

There are now Embraer authorized service centers in India, Singapore, western Australia and Japan.

Edwards pointed out that the

manufacturer has also had a long history in China with its Harbin plant and regional airliner sales, so that there are qualified pilots and technicians familiar with the airliner variants of the Legacy 600/650 and Lineage 1000 types.

He said he hoped the agreement with China’s Avic would be finalized soon.

The deal entails changing the business model at the company’s Harbin plant to produce super-midsize Legacy 600s and 650s rather than ERJ 145 regional jets. Production of these smaller regional jets ended there in 2010, but the same tooling, with some adjustments, could be used to make around 20 of the ERJ 135-derived business jets (the Legacy family) per year, targeted primarily at the Chinese market. o

12 Singapore Airshow News • February 15, 2012 • www.ainonline.com

Hawker Beechcraft has sold a pair of Hawker 900XP midsize business jets to Jakarta, Indonesia-based Lion Air, with options for two more. The airline says it intends to use the jets to meet growing demand for executive charter services throughout Asia.

The aircraft are scheduled for delivery in the second and third quarters of this year.

Indonesia, in particular, is a rising regional hotspot thanks to the growth in personal wealth in the country. “Our fleet is continuing to grow in the region,” Dan Keady, Hawker Beechcraft’s vice president for Asia and India, told AIN. “We are seeing a lot

of requests for our 900XP and Hawker 4000 products. The biggest limitation we can see is the [low] number of operators with aircraft operating certificates.”

Hawker Beechcraft also announced at the Singapore Airshow that it has added MedAire services to its SupportPlus service plan for all new aircraft that enroll in SupportPlus. This program is in addition to the current MedAire offering the OEM provides to new aircraft owners.

SupportPlus is HBC’s maintenance and parts service plan. Owners will receive four more years of Medaire membership, recurrent training vouchers and more. –L.M.

Lion Air of Jakarta has ordered a pair of Hawker 900XP business jets.

DAVID McINTOSH

In late 2012 CFM International plans to run the third development core, known as “eCore 3,” for the Leap engine it is developing for the Airbus A320neo, Boeing 737 MAX and Comac C919 airliners. On Tuesday, the General ElectricSnecma join venture also announced it is ramping up production, after having delivered 1,354 CFM56s last year.

The eCore 3 is now in the build-up process, CFM executive vice president Chaker Chahrour said during a briefing here at the show yesterday. The schedule calls for the first test to happen in December but so far the process has been ahead of schedule.

Compared to the eCore 2, the eCore 3 has the same configuration–10 stages in the high-pressure (HP) compressor, a TAPS 2 combustor and two stages in the HP turbine.

The difference is in size,

DAVID McINTOSH

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Taxes undermind IndiGo MRO sector

by Neelam Mathews IndiGo, India’s largest budget carrier with a fleet of 48 Airbus A320 airliners, has awarded SriLankan Engineering its largest contract for maintenance of 26 C-checks through 2012.

This is the fourth consecutive year IndiGo has outsourced to SriLankan and it is the largest overseas outsourcing of maintenance, repair and overhaul work by an Indian carrier. The

contract has been awarded at a time when onerous taxes appear to be making Indian MRO providers uncompetitive.

Fast-growing IndiGo is to add 12 aircraft by next December,

The onerous Indian tax rate has prompted IndiGo to outsource more maintenance support for its growing fleet outside the country, much of it to SriLankan Engineering.

taking its fleet to 60 (of 100 ordered in 2005). A further order was placed last year for 150 A320neos and 30 A320s. “The core business of a budget carrier is flying, not MRO,” said an official for the airline. “We don’t need inefficiencies and having to deal with labor issues.”

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SriLankan Engineering, based in Colombo, just 30 minutes flying time from southern India, has committed to turning around overhauls in four or five days.

Paul Dempsey, manager for business development and customer support with SriLankan Engineering, told AIN that consistency and predictability in MRO pricing is important to airlines that lease their aircraft because they have to be mindful of returning aircraft to lessors in a contracturally specified condition.

Constrained by having no definite strategy for developing a domestic MRO industry and high entry barriers, India’s loss has been SriLanka’s gain. India’s MRO industry faces a discriminatory tax position against foreign players, even as the MRO spend of its airlines is likely to treble from the current annual level of $500 million to $1.5 billion by 2020. Challenges to growth include service tax, customs duty and value added tax that escalate the cost of a C-check by 43 percent, surpassing any advantage low-cost labor may have had.

Currently, more than 60 percent of all C-checks on narrowbody aircraft in India are outsourced to f­ oreign MROs, with only two of the country’s five main airlines (Air India and Jet Airways) carrying out internal C-checks. According to Air India Express quality manager Ashwani Sharma, the 160 C-checks outsourced beyond India are worth around $16 million in income per year and represent a significant loss of income to Indian companies.

Meanwhile, enthused by its success, SriLankan Engineering is planning a 50-percent increase in narrowbody maintenance capacity and a dedicated capability for narrowbody livery painting. o

Russian Helicopters promoting light Mi-34, upgraded Mi-38

by Thierry Dubois Russian Helicopters is here at the Singapore Airshow (Booth No. U87) promoting its Mi-34C1 light helicopter, along with other models in its stable. Flight testing is under way and production is scheduled to start this year. The company expects to see strong interest in the type for missions such as pilot training, police and power line surveillance work.

The Mi-34C1 has a conventional, fourblade single rotor and a two-blade tail rotor that Russian Helicopters claims “greatly improves” flight stability. The aircraft’s metal airframe essentially is made of aluminum alloys and, to a lesser extent, steel and titanium alloys. It is powered by a 365-shp M9VF radial piston engine with a built-in gearbox and electronic ignition.

The fuel system can withstand negative g-forces, giving it aerobatic capability; the company claims the Mi-34-C1 is the only light helicopter capable of 3-g performance. Its avionics suite allows for day and night operations in normal weather.

In other news, Russian Helicopters introduced the Mi-382, a version of its

Mi-38 powered by two 3,750-shp Klimov TV7-117Vs instead of the less powerful Pratt & Whitney Canada PWC 127/5 turboshafts, at the Moscow Air Show last August. The company is flight-testing two prototypes of the new Mi-38 and another two prototypes are being completed. All four are equipped with IKBO-38 glass cockpit avionics from St. Petersburg-based Transas.

Certification of the primary passenger version with 32 seats is planned for next year. Series production is expected to start in 2013 and deliveries are to begin in 2014.

Mi-38 variants include military transport, special mission, cargo (with sling), medical and air surveillance.

The Klimov engine on the Mi-38 develops 3,750 shp at emergency power and 2,800 to 3,000 shp in takeoff mode.

Today’s TV7-117V is a 3-D computeraided design that retains the compressor and elements of the combustor from the original TV7-117, but features a completely new turbine and Fadec. Engine development continues and should be

Russian Helicopters is planning to start production of the aerobaticscapable Mi-34C1, which is designed to serve pilot training, police and power line surveillance roles.

completed early next year, so the Mi-382 can be available by the end of 2013.

Russian Helicopters also recently unveiled its new Mil Mi-26T upgrade, which features an improved power-to-weight ratio and better handling characteristics in the flight regime. This version of the heavy-lift helicopter is competing against the Boeing Chinook for an order from India, which already operates four Mi-26s.

The Mi-26T2 is intended for both military and civilian customers and uses “some flight­control algorithms already proven on the Mi-28N,” said Aleksei Samusenko, general designer at Mil. The model passed preliminary manufacturer’s trials this year, and certification trials are to start soon. Rostvertol, an Mi-26

manufacturer that fell under c­ ontrol of Russian Helicopters in late 2010, is providing most of the funding.

The Mi-26T2 is powered by two Ivchenko-Progress D-136-2 turboshaft engines with Fadec, each developing 12,500 shp in emergency power mode and delivering an extra 250 shp in takeoff mode. The big helicopter features the BREO-26 digital avionics suite from the Ramenskoye PKB. It has a glass cockpit on five LCD displays, a digital autopilot and a Glonass-aided navigation system enabling IFR operations.

The upgraded model requires two flight crewmembers, down from five, but an additional crewmember is needed when cargo is carried on the sling. o

www.ainonline.com • February 15, 2012 • Singapore Airshow News 15

BAE explores alternative solutions to JSF helmet-display problems

by Bill Carey Progress has been made in fixing night-vision, latency and jitter problems experienced by pilots using the F-35 Joint Stike Fighter’s helmet-mounted display system (HMDS). But despite the prospect of a solution to this issue, aircraft maker Lockheed Martin also charted a possible alternative course using an HMDS with night-vision goggles (NVGs).

Last September, Lockheed Martin awarded a contract to BAE Systems to develop an alternate HMDS with detachable NVGs as an interim solution to the incumbent helmet display supplied by Vision Systems International (VSI), which the Pentagon has labeled as a program risk. Getting the HMDS right is critical, as the F-35 was designed without a pilot’s head-up display (HUD).

VSI, a joint-venture company of Rockwell Collins of the U.S. and Israel’s Elbit Systems, received a contract from Lockheed Martin for low-rate initial production of its second-generation HMDS in 2009. In November, San Jose, California-based VSI said it received a contract for two additional phases in the HMDS development.

Since March 2011, VSI has been working to mitigate display jitter affecting the symbology of the Gen II HMDS, an earlier version of which first flew on the F-35 in 2007.

Other fixes will improve the night-vision resolution of a fixed camera mounted in the cockpit and a helmet camera, and reduce the latency of imagery imported from the F-35’s electro-optical distributed aperture system (DAS), a set of infrared sensors flush-mounted around the aircraft to provide 360-degree spherical coverage.

The latest contract award “reaffirms the confidence that Lockheed Martin has in VSI to advance the fifth-generation [fighter] HMDS capabilities that are integral to the success of the F-35 program,” claimed Drew Brugal, VSI president.

Deliveries of the enhanced HMDS are scheduled to begin in the third quarter of 2013.

VSI’s HMDS was identified as one of 13 causes for concern in a quick-look review (QLR)

of the F-35’s flight-test progress by the U.S. Department of Defense, leaked late last year.

Symbology Unreadable

The review found the HMDS has deficiencies in display jitter, night-vision acuity and image display latency from the DAS that detract from mission tasks and the display’s use as a pri-

frequencies and filter them out in the system’s display processor.

The QLR said the current HMDS provides poor nightvision acuity of about 20/70 with the existing Gen II nightvision camera, lagging the 20/25 acuity of currently fielded military NVGs. System latency “is excessive and detracts from mission capability.”

those,” he said. “There’s still more to do. Until we are certain that we will meet those warfighter requirements, we are going keep an alternate, lower risk helmet on track as well.”

O’Bryan acknowledged that design changes would be re­quired in the F-35 cockpit to accommodate the alternate BAE system. “There would be changes to the cockpit that would be required on this lower risk helmet to do that,” he said. “That is why it’s our desire to fix the helmet we have.

“We are making significant progress with that,” he said.

“We’re increasing the resolu-

BAE Systems’ alternate helmet-mounted display system for the F-35, above, would combine Q-Sight display in front of the eye with pull-down night-vision goggles.

mary flight reference. It rated the HMDS a “program-level high development risk.”

According to the QLR, aircraft buffeting induces HMDS display jitter, “making symbology unreadable under those conditions.” The problem is “tactically significant” for visual range air-to-air weapons employment and surface-to-air and air-to-air threat reactions.

The use of a micro inertial measurement unit is being considered to cancel out jitter effects, but remains to be tested.

VSI said in November that it has modified the current magnetic receiver unit contained in the HMDS to detect both seat and aircraft vibration

DAS video imagery latency is approximately 130 milliseconds (msec) and basic symbology 50 msec, lagging specifications of less than 40 msec and less than 30 msec, respectively.

A full-motion simulator study will be conducted this spring to characterize the effects of different time latencies, although the effects may not be fully understood until the chosen corrective action is flight tested, the review said.

Lower-risk Helmet

VSI declined to comment for this article. However, Steve O’Bryan, Lockheed Martin vice president for F-35 program integration and business development, discussed the progress of HMDS fixes in a January 20 interview with AIN. “We continue to work the issues associated with the helmet and believe we are on a good path to fixing

16 Singapore Airshow News • February 15, 2012 • www.ainonline.com

tion of the night camera on it, as well as working the latency, the delays in incorporating the DAS or midwave IR night capabilities and stabilizing the image for the pilot. On all three issues we’ve seen progress and we’ve continued to make progress in the last 30 days.”

Hybrid Solution

BAE proposes a hybrid solution combining the two-part design (inner and outer shell) of its Striker helmet used on the Eurofighter Typhoon and Saab JAS 39 Gripen, with clip-on Q-Sight holographic waveguide display positioned close to the eye to project flight symbology and mission information.

The binocular NVGs swing down in front of the display for night operation. The system will incorporate an optical head tracking system to precisely monitor the pilot’s head

movements and correctly position the display symbology.

“The program is going well,” Paul Cooke, BAE Systems fastjet helmet business development lead, told AIN. “One of the reasons I think we were selected is all of the building blocks for the helmet we offered were very mature. They were TRL [technology readiness level] 6 or higher–everything.”

Cooke said one of the challenges involved with BAE’s solution would be mounting the Q-Sight display to the two-part helmet “because you’re adding a very near-to-the-eye kind of structure.” The pointing accuracy, overall field of view and brightness of a miniature display (less than four ounces) used as a primary flight reference will also be issues, as well as the preciseness of the head tracking system.

Should VSI resolve development problems with its Gen II HMDS, BAE’s alternate system likely would be terminated, said Cooke, adding, “I don’t believe it’s anybody’s intent to fly indefinitely with a nightvision-goggle-based solution.” But achieving the same night-vision acuity with digital inputs now possible with analog NVGs may still be years away, he said.

“The fact of the matter is, the digital input devices to visorprojected helmets, the kind of solution that allows you to eliminate night-vision goggles, the number of pixels are not equivalent to the picture you get on an analog night-vision goggle today,” Cooke said.

“They will be at some point,” he continued, “but the bottom line is the pilots are not willing to trade that visual acuity and the clarity of the picture they get on a night-vision goggle for what the digital input devices can deliver today.

“The real limiting factor is not the VSI helmet. I think it’s really the digital input devices that generate the picture,” he said. “Until they’re equivalent to or better than the analog, I think that you’re going to see night-vision goggles remain part of the equation.”

Preliminary design review of the alternate helmet display is scheduled for early this year. BAE said it will begin delivering test assets in 2012 to support F-35 integration laboratories, flight simulators and flight-test platforms. o

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Production of V2500 engine going up, not down, IAE says company sold last year, 63 percent are destined for customers in the Asia Pacific region, while roughly 50 percent of the 187 IAE-powered aircraft delivered last year went to Asia Pacific operators.

IAE’s backlog of around 2,000 engines accounts for more than four years of production as the company fast approaches an annual rate of 500 engines. Last year IAE built 430 V2500s and this year it plans to produce 470, said Aitken.

Notwithstanding the coming–in four or five years–of the A320neo and 737 MAX, neither of which will use its engines, IAE projects a market for between 700 and 900 airplanes that would require an engine in the V2500’s class. “We’d like 50 percent of that,” said Aitken. This year alone, IAE expects operators will choose engines for between 300 and 450 aircraft already selected, he added.

Power by the Hour

Customers in the Asia Pacific that are signed on to IAE’s fleet-hour agreement include China Eastern, China Southern and Jetstar. “The reason I think they like it is they know what the pricing is going to be and what revenue they’re going to have to give up per hour, so they can plan better,” said Aitken. “And they recognize that the engine manufacturer’s requirements are to keep the engines on wing as long as possible and to make sure that the reliability is good, and so all our interests are aligned to make sure that happens.”

Three versions of the V2500–the A1, A5 and D5–together have now flown more than 100 million hours since certification in 1988. The so-called A engine has powered the A320, while the D variant served as the side-mount installation on the McDonnell Douglas MD-90.

Plans call for the newest version of the engine–the E5–to power the new KC-390 tanker/cargo aircraft under development

by Embraer, marking the V2500’s first military application and ensuring its market relevance well into the future. o

A technician inspects an International Aero Engines V2500 turbofan for the Airbus A320.

IAE delivered the 5,000th engine in January.

18 Singapore Airshow News • February 15, 2012 • www.ainonline.com

The Embraer Phenom 300 is towed into position on the static display.

MARK WAGNER

International Aero Engines (IAE) will continue to build V2500 turbofans well beyond the middle of the next decade and production rates will continue to climb, according to president and CEO Ian Aitken.

IAE’s future was recently recalibrated by the announcement last year that RollsRoyce would sell its equity and program shares to fellow consortium shareholder Pratt & Whitney for $1.5 billion. This was as part of a restructuring that would see the two companies enter a new partnership to develop an engine to power a future midsize aircraft.

Aitken said IAE established a particularly strong presence in the Asia Pacific region after having the foresight early on to place particular emphasis on this market.

Forty-five percent of all the engines produced and sold by IAE have gone or will go to the region, compared with 30 percent to the Americas and 25 percent to Europe.

Well positioned in the ever-vital China market, IAE counts 17 operators in the People’s Republic, supported by 11 field offices, training and overhaul facilities and a jointventure overhaul and repair facility with MTU Aero Engines. It also supports the Airbus A320 final assembly line in Tianjin.

Next, IAE plans to open a technical training center in Guangzhou, where it has scheduled the first classes to start this spring.

Here at the show, IAE is to announce that it has signed a $300 million deal with China’s ICBC Financial Leasing Co. to supply V2500 engines for its fleet of 15 new A320 series narrowbodies. ICBC expects deliveries to start in January 2013 and continue into 2015.

The V2500 competes directly with CFM International’s CFM56 engine for the A320’s propulsion requirement. In January the program reached a milestone when IAE delivered the 5,000th V2500, under the wing of a SilkAir A320, at a ceremony at one of its assembly plants in Dahlewitz, Germany.

Singapore’s SilkAir counts as one of 74 customers in Asia, out of a total of some 200 worldwide. Of some 500 engines the

The Embraer E190 regional jet in the livery of China Southern Airlines.

Brazilian HigH Five in tHe static park Embraer is at the show with five aircraft–a record number for the Brazilian manufacturer’s presence here at the Singapore Airshow. On the static display are the E190 narrowbody airliner (in the 100-seat category), the Lineage 1000 large-cabin business jet (derived from the E190) and the Legacy 650 super-midsize business jet, as well as the Phenom 100 and Phenom 300 light jets (four and six seats, respectively).

The Legacy 500 is being exhibited in the form of a mock-up. The midsize aircraft is powered by a pair of 6,540-pound-thrust Honeywell HTF500E turbofans.

On the eve of the show the company announced that the real aircraft, in development at Embraer’s São Jose dos Campos headquarters, had its first engine run last month. According to Embraer, engine tests are essential to proper evaluation of all dependent systems, including bleed air, electric systems, air conditioning, hydraulics and engine control (Fadec) logic. It also is assessing engine-avionics integration.

The Model 500’s first flight is planned for the third quarter. Before that, engines will have reached full thrust and system integration will have to be confirmed. Embraer will then start low-speed taxi tests.

–T.D.

AirAsia X focuses on core market AirAsia X, the Malaysian budget longhaul affiliate of Air Asia, is consolidating business in its core markets of China, Australia, Japan and Korea, according to CEO Azran Osman-Rani, who was speaking to AIN at the Low Cost Airlines World conference in Singapore last week.

In Europe, the airline has decided that costs such as the new emissions trading scheme (ETS), introduced from January 1 this year, were damaging its bottom line.

Overall, the carrier announced recently that it would be withdrawing services from its loss-making routes to Paris, London, Mumbai and Delhi.

“We will be staying out of the Middle East, Europe and the U.S. for now,” Osman-Rani explained. Other setbacks for AirAsiaX have included delays in getting routes approved by the Malaysian government, increased Malaysian

DAVID McINTOSH

by Gregory Polek

visa regulations making it harder for Indian travelers to enter the country.

In view of this, the carrier intends to focus on core routes such as Sydney and Tokyo.

Starting April 1, AirAsia X will fly daily from its hub in the Malaysian capital Kuala Lumpur to Sydney’s Kingsford Smith International Airport, which is its fourth Australian destination after Brisbane, Melbourne and Perth. Starting June 22, the carrier will operate daily flights from the Low Cost Carrier Terminal in Kuala Lumpur to Tokyo. It currently flies four times a week to the Japanese city of Osaka.

Meanwhile Azran said an additional five destinations would soon be added in China. The airline has 10 Airbus A350s on order, with deliveries to start in 2017.

–N.M.

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RSAF due to receive first M-346 this year The first M-346 advanced trainer for the Republic of Singapore Air Force (RSAF) is on schedule to be delivered by the end of the year, according to manufacturer Alenia Aermacchi (Booth J39), which is currently producing the first batch.

The RSAF announced the selection of the M-346 in 2010, and a contract was signed in September that year covering 12 aircraft and a ground-based training system. This represented the M-346’s first export order. ST Aerospace (Booth C01) is the prime contractor, with Alenia Aermacchi providing the aircraft and Boeing the training system.

The 12 M-346s will take over the advanced jet training (AJT) portion of the RSAF training

M-346s are built in a stateof-the-art production facility at Venegono. Alenia Aermacchi has installed a moving line, similar to that employed by Boeing for 737 manufacturing. The aircraft are constructed in a jig that allows the structure to be rotated through 360 degrees for easy access to any part. Laser alignment is employed throughout construction to keep the build process within tight tolerances.

Until now only the fuselages were built using this concept, but this month a similar moving line goes live for the wings as well. The line has the capacity to produce up to four aircraft per month.

Alenia has also brought a C-27J to the show, and is marketing this military transport in

Piaggio Aero’s new sales agent in China has sold two P180 Avanti II turboprops here in Singapore, Piaggio announced.

New Piaggio agent in China lands first Avanti clients Piaggio Aero (Booth D11) has appointed CAEA Aviation Investment Co. as its exclusive sales agent in China. The Italian manufacturer also has announced CAEA’s first sale here at the Singapore Airshow, comprising two P180 Avanti II turboprops, to an unnamed customer.

The two 1,500-nmi-range aircraft will be delivered in Beijing in July 2012. CAEA, which is carving out a niche in business aviation sales, states on its website that it “plans to introduce 300 business jets to China within 10 years.”

“This deal with CAEA

Aviation starts an important partnership for Piaggio and will help to promote our aircraft in the region,” commented Piaggio CEO Alberto Galassi.

“We are also delighted to welcome CAEA as the first Chinese Avanti II operator.”

CAEA set up shop last year with an initial investment of just over $17 million. Major shareholders include China’s Duowei Group, Beijing Shangshuai Education Group and China Red Sun Health Industrial Group.

The company also provides private equity fund investment,

MARK WAGNER

Europe’s emissions scheme frustrates Asia’s airlines

by Neelam Mathews The Italian air force has begun to receive M-346 advanced trainers from manufacturer Alenia Aermacchi, designated as T-346As (above) by Italy. Singapore has ordered 12.

syllabus currently undertaken using A-4SU Skyhawk aircraft at Cazaux in France. Students will progress to the M-346 from the Pilatus PC-21. Alenia Aermacchi finalized contracts with ST Aerospace in June 2011 to provide logistics support for the fleet.

On display in the air show static park are two M-346s of the Italian air force, which designates its machines T-346. The Aeronautica Militare Italiano became the first customer for the aircraft when it signed for six in late 2009. The air force officially accepted its first aircraft on November 15 last year, and a second followed shortly after.

The pair was initially assigned to the air force flight test center at Pratica di Mare, near Rome. All six will have been delivered by the end of the year.

the region, with Indonesia representing a particularly interesting opportunity. Through its ATR joint venture with EADS, Alenia is also pursuing an opportunity for a new maritime patrol aircraft to replace Singapore’s Fokker 50 fleet.

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Unless it is renegotiated and resolved, the European Union’s emissions trading scheme (ETS) may degenerate and lead to farreaching damage to the traveling public and trade relations between countries, according to Andrew Herdman, director general of the Association of Asia Pacific Airlines (AAPA).

“It would be foolish for both sides to get into a situation that starts with principle and degenerates into a tit-for-tat,” Herdman told AIN. “We are nervous about the notion of retaliatory measures [by both sides]. Before it gets worse, governments in Europe should resolve this issue.”

Asia’s frustration with the ETS is clear. The Civil Aviation Administration of China (CAAC) has just banned its airlines from paying the charges on carbon emissions imposed by the EU, and also from increasing charges to its customers without

20 Singapore Airshow News • February 15, 2012 • www.ainonline.com

government permission. India too has asked its airlines not to liaise with foreign governments.

This could, however, create a difficult situation and a conflict for airlines between breaching the EU law and country law.

It is estimated that around 4,000 airlines and other aircraft operators face the prospect of paying the EU for their carbon emissions. While the emissions trading market is volatile, AAPA estimates at $25 per metric ton, the ETS could cost Asian carriers alone some $200 million a year. “As traffic grows in Asia, this could go up to $400 million by 2020,” said Herdman.

For the most part, Asian carriers are complying with ETS under protest as they fear draconian penalties such as the EU’s right to ban offenders from its airports. The EU’s decision to charge flights into and out of EU airports for carbon emission

aircraft sales and distribution of Italian Piaggio and Canadian Twin Otters in China, plus aircraft management and a jet card charter service.

The company said it will “continue to introduce foreign advanced business jets, to build our own fleet, to expand our private jet charter business, leasing, management, flight training school, air tours, recreational flying and other services. More airplane exclusive distribution rights in China are under negotiation.”

Piaggio has 11 representative offices in the Asian region, and in addition to the two new Chinese aircraft, an installed fleet of seven P180s: three in Indonesia, two in Bangladesh, one in India and one in Taiwan.

–L.M. runs contrary to relevant principles of the United Nations Framework Convention on Climate Change and the international civil aviation regulations, claimed Herdman.

So, is it a point of no return?

“Europe has overreached. It will have to scale back the scheme by postponing or suspending it a couple of years [and] waiting for ICAO to come up with a global framework,” he added. But, EU officials counter that the International Civil Aviation Organization, largely under U.S. influence, has been procrastinating and prevaricating about reducing aviation’s carbon footprint for years.

The EU has always said it would exempt operators from any country that implements an equivalent program, but so far none has done so. Herdman conceded that this offer has not been defined clearly enough.

While not disputing ICAO’s poor record on coming up with a multilateral alternative to ETS, Herdman insisted that this does not excuse Europe’s hard-line position. “The principle is of sovereignty and jurisdiction. Europe is a tax collector [operating] outside its borders,” he concluded. o

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Intended to replace aging equipment, Australia’s Eurocopter MRH-90s are two years behind service schedule.

Australia gets tough on MRH-90 delivery snags

by Peter La Franchi Three months after signing an agreement with Eurocopter subsidiary Australian Aerospace to resolve long-standing problems with the Australian Defence Force’s (ADF) MRH90 helicopter program, the Australian government says the onus remains on the company to deliver on schedule. A deed of agreement, signed on Nov. 23, 2011, is intended to resolve delivery delays and multiple technical issues experienced on the A$3.75 billion (US$3.89 billion) project, which is now running two years late.

The Australian government remains committed to the purchase, but has stepped up the pressure on Australian Aerospace by adding the 46-helicopter buy to its “projects of concern” list, meaning direct ministerial involvement in continuing project management. In extreme cases, projects on the list can be cancelled, as happened with the Royal Australian Navy’s (RAN) purchase of Kaman SH-2G(A) Super Seasprite helicopters in 2008.

Australia’s senior defense minister Stephen Smith announced on November 28 that he had added the MRH-90 project to the watch list because the schedule delays posed a capability gap for the ADF. He said the Australian army is planning to briefly extend the service life for its existing Sikorsky S-70A-9 BlackHawk helicopters as a temporary countermeasure.

The minister also revealed an additional short-term Sikorsky S-70B-2 Seahawk unit is being called up to offset the decommissioning of the navy’s Westland Sea King Mk50A helicopters on December 16

after 35 years of service.

Smith indicated the decision to shift the MRH-90 buy to the watch list had not been taken lightly. “We have worked our way through this very carefully and very methodically, and it’s now been the subject of an exhaustive gate review,” he stated.

Problems Near and Far

The minister acknowledged that most technical problems being experienced by Australia are shared with other customers for the wider NH-90 family. “There are two reasons for… going on the projects of concern list,” Smith said. “One is a series of technical challenges, a small number of which are unique to Australia, but some of which are shared internationally. And second, delays in time.”

Australia tapped Australian Aerospace in August 2004 to

provide 12 troop transports for the army with deliveries to be completed in 2008. Actual acquisition contracts were signed in June 2005. Twelve months later the order was expanded to 46 aircraft following government approvals to replace all army Blackhawks and navy Sea Kings.

The RAN will operate six aircraft and the army 40, with common service and support split across three bases.

Two lead aircraft, built in France, were handed over to Australia in December 2007, with the first Australian assembled aircraft, tail number 5, delivered in December 2008.

The June 2006 expansion of the program envisioned the RAN achieving initial operational capability in 2010 and the Australian army in 2011. A total of 11 aircraft were handed over

by May 2010 but in November that year the Defence Materiel Organisation (DMO) stopped accepting deliveries citing prime contractor nonperformance.

An engine failure incident in April 2010 resulted in the grounding of the type for three months.

Subsequent investigations carried

out jointly with engine manufacturer Rolls-Royce Turbomeca found a turbine compressor blade had impacted against the engine casing, which was caused by the turbine spool flexing as it cooled after engine shutdown.

The ADF resumed flying operations with the type in July 2010 but the problem is repeatable if insufficient cooling time occurs between flights, meaning restrictions on operational tempo until a permanent solution is realized.

Other identified problems include engine and windscreen tolerance to foreign object damage, stability of the inertial reference system, shortfalls in rear cabin ballistic protection and floor strength, shortfalls in documentation and training systems, and poor spares availability.

Back To Agreed Schedule

A spokesman for Australian Aerospace told AIN, on January 19, that on the day the project was placed on the ministerial oversight list the company delivered the 14th helicopter. Aircraft No. 15 was handed over on December 13, and, he said, “Aircraft delivery is back to the agreed schedule.”

But the company, which has long shied away from discussing its corporate performance publicly, has also openly conceded that issues necessitating the deed of agreement include schedule and technical compliance problems.

Australian Aerospace has been down the projects-of-concern path before. The problems facing the MRH-90 buy echo Australia’s Eurocopter Tiger armed reconnaissance helicopter project, for which Australian Aerospace is also the prime contractor. The last of that type

Due to delivery delays, Australia’s government has placed the nearly A$4 billion MRH-90 program on its “projects of concern” watch list.

Eurocopter subsidiary Australian Aerospace signed an agreement in November with the Australian Defence Force to resolve the issues.

22 Singapore Airshow News • February 15, 2012 • www.ainonline.com

was delivered in December, two years and eight months late.

While the Australian army is planning to achieve full operational capability with the Tiger in the second half of 2012, the program history includes 10-month suspension of payments to the prime contractor between June 2007 and April 2008 because of a combination of schedule problems, training system nonavailability and poor through-life support arrangements.

When the Australian government introduced the projectsof-concern concept at the start of 2008, the Tiger was added immediately. Australian Aerospace secured its release via a deed of agreement, signed in April 2008, that rebaselined the entire project schedule.

It also required contractor provision of two EC135 helicopters for 24 months to offset aircraft availability shortfalls, and a swap of in-service support arrangements to a performance-based mechanism. Yet when the last aircraft was eventually handed over to the army in December 2011, it was five months late against that rebaselined schedule.

The Australian National Audit Office said in its latest annual review of major defense projects that availability of spares for Tiger remains an issue.

The MRH-90 project underwent what the Australian government is calling a “comprehensive independent diagnostic gate review” in April 2011, with Australian Aerospace being directly invited by the defense minister to participate in the process.

That review saw an agreement with the company for a new-build baseline for the trooplift helicopters with existing aircraft to be upgraded to that configuration at the company’s expense. It also saw the minister order another review to be held at the six-month mark to assess performance. Australian Aerospace delivered aircraft Nos. 12 and 13 a few weeks later.

The revised delivery schedule up to the September review anticipated the RAN achieving initial operational capability in December 2011 and full operational capability in December this year. The army had planned to reach initial operational capability in October this year and full operational capability in July 2014. By the time of the second review, Smith said the DMO was seeing new warning signs on progress and recommending the project go on the ministerial watch list. o

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Changi aims to handle burgeoning traffic

by Ian Goold After an eventful 2011 that saw double-digit growth in passenger and aircraft numbers, Singapore is working to improve Changi Airport’s customer experience and global connections.

“Despite continuing economic uncertainty and environmental factors, we continue to develop the hub,” according to Changi Airport Group (CAG) chief executive Lee Seow Hiang.

CAG has recognized that continuing growth will increase pressure on the airport’s ground and air traffic capacity, so it is monitoring developments in conjunction with airlines and Singapore authorities as the global economic problems continue. “The outlook for 2012 remains hazy, with the aviation industry expected to face volatile conditions. Demand for travel may moderate as a result of more subdued consumer confidence,” said Lee last month, while announcing results for 2011. The group, which was previously part of the Civil Aviation Authority of Singapore, was formed in June 2009, followed on July 1, 2009, by corporatization of Singapore Changi Airport.

Changi is involved in two new projects scheduled for completion this year: a major upgrade of Terminal 1 (T1) and plans for a joint venture to develop airports in Russia. The T1 work, estimated to cost about $500 million, aims to improve passenger flow at key areas and to refurbish the interior design and exterior façade.

Under the proposed joint venture, the group’s wholly owned Changi Airports International (CAI) subsidiary, which invests in and manages foreign airports, has established a memorandum of understanding with Russia’s Basic Element Group and Sberbank Investments to develop an existing cluster of airports in the Krasnodar region. Recent CAI investments include a 26-percent stake in India’s Bengal Aerotropolis project and an 8-percent share of Aeroporti di Roma holding company Gemina.

CAI will hold 30 percent of the planned joint venture, Basic Element 50 percent plus one share and Sberbank Investments will take 20 percent minus one share. Basic Element’s airports, which include Sochi and

Krasnodar, handle about five million passengers per year. The partnership expects to improve service levels at Russian airports to meet international standards, increase capitalization of the assets and expand the portfolio of airport assets.

The activities come as Changi celebrates a record performance in 2011, when the airport handled 46.5 million passengers

increases of 14.2 percent and 11.3 percent, respectively over the previous year. CAG attributed the result to “the strong economic rebound in Singapore and the region during the year, successful retail campaigns, concerted efforts to market the Changi air hub and better procurement management.”

The airport claims to have “retained its position as one of the world’s most connected air hubs,” with 11 new destinations introduced last year, including its first connection to South America (Singapore Airlines to São Paulo, Brazil, via Spanish city Barcelona). The airport serves some 100 airlines flying

history, the airport has established a business operation that offers 5,200 weekly flights and more than 550,000 weekly outbound seats to the latter regions.

Now, Changi is aiming to extend its route network by focusing on growth markets such as China and India. More than 600 flights per week connect Singapore to 25 Chinese cities, including new 2011 destinations Changsha, Nanning, Ningbo and Zhengzhou.

Last September, the airport welcomed IndiGo Airlines, India’s largest low-cost carrier (LCC). The operator flies daily to New Delhi and Mumbai, bringing total Singapore links to

Among recent new carriers here at Singapore Changi Airport is Finnair, which operates daily nonstop flights from Helsinki. The service represents Changi’s first new European route since the launch of Lufthansa’s Singapore-Munich service in June 2008.

2011 earthquake and tsunami, with Tokyo retaining its position as one of Singapore’s busiest air routes. Overall, passenger traffic between the two states grew by 2 percent, supported by travel-industry efforts to revive demand.

Long-haul traffic between Singapore and Europe continues to increase, with the inauguration of a daily Finnair nonstop Helsinki-Singapore service and introduction of Lufthansa’s Airbus A380 service from Frankfurt. Changi is now the world’s busiest multi-carrier A380 hub, with more than 200 flights a week by Lufthansa, Qantas and Singapore Airlines to 10 cities: Frankfurt, Hong Kong, London, Los Angeles, Melbourne, New York, Paris, Sydney, Tokyo and Zurich.

Seven New Carriers

(more than nine times the size of Singapore’s population) and 302,000 aircraft movements, increases over 2010 of 10.7 percent and 14.5 percent, respectively. Air freight movements grew by 2.8 percent to 1.87 million metric tons, which represented a recovery to 2008 pre-recession cargo levels.

Changi Airport’s Budget Terminal serves low-cost carriers such as IndiGo Airlines and Lao Airlines, linking travelers throughout Southeast Asia.

Busiest-ever Month

Last year ended with the airport’s busiest-ever month: 4.53 million passengers, 11.4 percent more than in December 2010.

Its record for daily business also was broken, with 165,000 passengers passing through on December 17–an 11-percent increase on the previous mark set just five months earlier.

December 2011 also saw 27,700 aircraft movements, a gain of 16 percent on 12 months earlier. The month generated a 6.9-percent increase in airfreight to 167,000 metric tons, the airport’s busiest month in three years The calendar year 2011 performance followed improved CAG financial activity in the past financial year to March 31.

Before interest, tax, depreciation and amortization, the group earned S$617 million ($463 million) and S$337 million ($253 million) after tax, equivalent to

to more than 210 cities in about 60 countries and territories.

With its strategic location “at the crossroads of China, India and Australia,” Changi sees itself as “an ideal air hub for airlines to tap Asia’s growth.”

Regional Demand

A key growth driver for the airport in 2011 was strong travel demand in the Asia Pacific region. Southeast and northeast Asia were the two best-performing regions, each registering double-digit growth, while traffic to/from south Asia and southwest Pacific also are reported to have enjoyed good growth. During its 30-year

24 Singapore Airshow News • February 15, 2012 • www.ainonline.com

the Indian subcontinent to 380 per week (with connections to 11 destinations). Singapore claims that Changi’s extensive reach into China and India makes it Southeast Asia’s most connected point to the two countries.

The arrival of Lao Airlines at Changi last November, with service to Laos’s capital Vientiane, means the airport is now linked directly to all nine of Singapore’s neighbors in the Association of Southeast Asian Nations and 47 cities in Southeast Asia.

Elsewhere in the Asia Pa­cific region, travel to Japan recovered in the second half of last year from a significant drop immediately after the March

Altogether, seven new carriers joined Changi’s family last year, including Air Macau, Hong Kong Airlines and Taiwanese carrier TransAsia Airways. This year, the airport is handling more than 6,300 scheduled flights each week, an increase of 16.7 percent from a year ago.

Such has been the growth in LCC operations at Singapore, expanding rapidly since commencement about six years ago, that CAG has expanded its dedicated Budget Terminal to provide annual capacity for seven million passengers, up from the earlier 2.7 million.

Indeed, last year LCCs at Singapore carried 26.3 percent more passengers than in 2010, compared with growth among “full-service” airlines of just 6.2 percent (although from a larger base).

The proportion of budget airline flights at Changi also has grown, accounting for 28.6 percent in 2011, against 26.3 percent 12 months earlier. A quarter of all Changi passengers traveled on LCCs last year, compared with about one in five in 2010.

Changi’s cargo business also is continuing to grow. Last year saw the introduction of freight flights to Chengdu and Chongqing in China, and the arrival of dedicated flights by Emirates Cargo and Lufthansa Cargo. Meanwhile, Cargolux and Cathay Pacific Cargo each began to serve Singapore with the new Boeing 747-8F. o

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China’s UAV sector continues to develop dozens of designs

by Vladimir Karnozov The Chinese aerospace industry’s advance on the unmanned aerial vehicles (UAV) sector appears to be gaining momentum. On Dec. 31, 2011, Chinese publication Jinyang Yangcheng Evening News reported that the South China

University of Technology has developed its “first unmanned maritime surveillance helicopter” under contract from Guangdong Province and China’s Marine Surveillance Corps. The report claimed that the rotorcraft is already operational and

can take off and land vertically using both land and seaborne platforms and perform coast patrol and sea observation missions. The UAV reportedly has a maximum level speed of 49 knots, but normally cruises at 27 knots.

Although the Chinese industry has long experimented with unmanned helicopters, it does not seem to have won any orders from local customers until recently.

Evidently, the companies concerned had begun to wonder whether there was a viable business model for these programs.

Dozens of new UAV designs were exhibited at Airshow China 2010 in Zhuhai and then at Aviation Expo 2011 in Beijing in September 2011. The Beijing show featured no fewer than six unmanned helicopters–some were mockups but some were fully operational examples. The exhibitors also published details of many other UAV programs that they have in the works.

Obviously, commissioning of the maritime surveillance unmanned helicopter marks a next step in Chinese UAV development and is the result of about 10 years of research-and-development work.

A decade earlier at Aviation Expo in Beijing, the Chinese industry displayed

carry payloads of 130 to 220 pounds.

Photos and videos available at the Beijing event showed the Z-5-lookalike UAV flying. Images on the stand of the PLA’s Institute showed half-a-dozen UAVs that the establishment is working on, including the Z-3 and the W-60 UH, as well as the W-50, S-200 and the S-300 “airplane-like” vehicles. At the same time, it is also developing a family of “CYS” series compact engines.

Meanwhile, also working in the same field is the Third Academy of China Aerospace Science & Industry Corp.

(COSIC). As with the CHRDI, some of its designs look similar to those on the PLA’s Institute stand. For instance, the S300 looks like the WJ-600. COSIC also is developing its CTJ series of engines for both UAVs and cruise missiles.

In addition to the three core government-backed groups, a number of private and mixed-capital enterprises are t­rying their luck in the UAV market. From its base in Hunan, Sunward Technology Co. Ltd. is working on the SVU200 compact helicopter, dubbed the Flying Tiger. It features classic layout with a main rotor and tail rotor, and looks like a scale model

BVE’s BL-60 unmanned helicopter was one of many new Chinese rotorcraft UAVs displayed at Aviation Expo 2011 in Beijing.

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26 Singapore Airshow News • February 15, 2012 • www.ainonline.com

VLADIMIR KARNOZOV

MC-21 FAMILY MORE COMFORT LESS COST a rotary-powered UAV designed for crop-spraying, designated the CHU. It looked similar to the design now developed for Guangdong and seems to have been inspired by Japan’s Yamaha RMAX model. Since 1983, more than 1,600 examples of this type have been built for agricultural applications, notably spraying of chemicals. The Yamaha can lift a 66-pound payload and loiter for 90 minutes within a six-mile radius.

Avic R&D Group

The CHU was developed by Avic’s China Helicopter Research and Development Institute (CHRDI). In September 2011 the CHRDI exhibited a newer design that resembled another Aviation Expo 2011 exhibit, the Z-5 from the 60th Research Institute of Central Staff Dept. of the People’s Liberation Army (PLA).

Its streamlined design features a classic helicopter layout with a main rotor and an anti-torque propeller on the tail.

The aircraft, weighing 992 pounds, can develop climb rates up to 135 to 164 feet per second, has a 11,483-foot ceiling, a range of up to 54 nm and loitering capability of three to six hours. It can

of Russia’s first mass-produced helicopter, the Mi-1, from the 1950s.

Another newcomer displayed in Beijing last September was the M28 from Yotaics.com. This is an unmanned helicopter with a coaxial rotor system, resembling Kamov’s experimental Ka-37 helicopter.

Also in Beijing, BVE demonstrated the BL-60 UAV, dubbed the [U]FCopter.

It appears to be another derivative of the RMAX and CHU. A similar design was exhibited at Airshow China 2010 in the form of SIA’s ServoHeli-120. This v­ ehicle is classed as an autonomous rotorcraft UAV and is pitched at surveillance, detailed reconnaissance, experimental platform and load-dropping applications.

The ServoHeli-102 has a maximum takeoff weight of 265 pounds including an 88-pound payload. It can achieve a maximum level speed of 65 knots and cruise at 51 knots for around 90 minutes.

While China’s unmanned helicopters appear to be of significantly lower quality than Western models, such as the RQ-16 T-Hawk micro air vehicle developed by Honeywell and DARPA in the U.S., there is no doubting the competitive spirit of companies in this field. o

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China’s Y-8, pictured here equipped with an airborne warning and control system, is being offered as a maritime patrol platform. The reworked airframe features a long magnetic anomaly detector boom and a weapons bay for anti-ship missiles.

China boosts air power Since the late 1980s China has aggressively pursued a policy of modernizing its defense industries, with the aim of rivaling those of the West and Russia. Now the results of that policy are reaching the front line, allowing China’s forces to transition from a Cold War inventory that was dominated by huge quantities of unsophisticated equipment to a leaner force equipped with systems that are smarter and more competitive with those fielded by the West.

In recent times the air force has been revived by the fielding of the Chengdu J-10, a genuine fourth-generation multirole fighter, as well as the purchase from Russia and unlicensed copying of advanced “Flanker” versions. A fighter of a stealthy fifth-generation prototype, the Chengdu J-20, has appeared. Chinese weaponry has undergone a change, too, so that GPS- and laser-guided munitions are in the inventory, along with active radar air-to-air missiles and longrange anti-ship weapons. Unmanned aerial vehicles have not been ignored either, and a wealth of unmanned designs have appeared (see related article on page 26).

For the West, however, perhaps the most worrying developments concern China’s maritime ambitions, and the impending delivery of the first aircraft carrier to the People’s Liberation Army Navy (PLAN).

Chinese Aircraft Carrier

In April 1988 the Hong Kong-based Chong Lot Travel Agency purchased the nearly complete Kuznetsov-class carrier Varyag ostensibly for employment as a floating casino and amusement park.

Lacking a rudder or engine, the vessel was to be towed to China from the Black Sea. Its voyage–beset initially by Turkish refusal to allow it through the Bosphorus, and then by breaking loose in a gale– took nearly two years before it arrived at Dalian shipyard on March 3, 2002.

In 2005 the vessel was moved into a drydock and refurbishment began. It became obvious that it was now destined for the military. Work continued

apace, and by the end of 2009 the vessel had a new mast with advanced sensors. That year a dummy deck, complete with island, was built at the Wuhan Naval Research Institute at Huangjia Lake.

The first official acknowledgement of the vessel came on June 8 last year, with the notice that the ship was to be used for training and to provide a model for future carrier construction. This was further confirmed in late July, shortly before the carrier slipped its moorings in Dalian for its first sea trials.

Reportedly named Shi Lang, the carrier set sail for a four-day trial on August 10. A second set of trials was undertaken from November 29, during which the ship was photographed by a commercial U.S. satellite while at sea. A third trial began on December 20. While it appears the carrier has some way to go before trials with aircraft commence, the PLAN is expected to take delivery some time this year.

The aircraft carrier is reportedly designed to carry an air group of 26 fixedwing aircraft and 24 helicopters. It is likely that the latter will include the Kamov Ka-31 (to provide airborne early warning capability), the first of which was reportedly delivered from Russia in late 2010.

Carrier Fighter

In 2006 it was reported in Russia that China had ordered 50 Sukhoi Su-33 fighters to equip its forthcoming carrier fleet.

By 2009, however, the deal was off. China had apparently acquired the T-10K-3 prototype for the Su-33 from the Ukraine in 2001 and was reverse-engineering the aircraft in the same way that it built unlicensed copies of the Su-27 to produce the J-11B land-based fighter.

This work was entrusted to Shenyang, which incorporated Chinese avionics and armament into the J-11B. These were also fitted in the carrier-capable Su-33 copy, which was designated J-15 and named Flying Shark. This aircraft, initially flying on the power of Russian AL-31F engines, made its first flight on Aug. 31, 2009, and by the following May

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was undertaking trials on dummy deck installations.

Since then several J-15s have appeared, including those fitted with the intended powerplant, the Shenyang Liming WS10H. This is a version of the indigenous powerplant treated for prolonged maritime operations.

Since its dramatic appearance at the end of 2010, the Chengdu J-20 stealthy fighter has continued flight-testing. It is thought that two have been built, with some reports suggesting that a third will fly this year with some operational systems and the intended WS-15 engines installed. Various analyses of the J-20 have highlighted China’s considerable advances in stealth technology, putting the aircraft nearly on a par with the F-22.

In the meantime, Chengdu is on the verge of putting the J-10B into production, if it has not done so already. This development features a stealthy serpentine intake and an active array radar with a reported 1,152 transmit/receive modules.

Other reported fighter programs include a “JH-XX” development of the Xian JH-7 attacker with reduced radar cross section and, more tantalizingly, a JSF-like fifthgeneration fighter that is smaller than the J-20. There are also rumors of a vertical landing fighter, possibly dubbed J-18, that may be the same aircraft.

Other Developments

Among China’s new unmanned air vehicle developments is the Chengdu Pterodactyl I, a Predator-like medium-altitude, long-endurance UAV with precision munitions capability.

28 Singapore Airshow News • February 15, 2012 • www.ainonline.com

China’s progress in unmanned air vehicles has been impressive. Among the types that have recently been unveiled is the Chengdu Pterodactyl I, a Predatorlike MALE UAV with precision munitions capability, the Soaring Dragon box-wing HALE and several smaller types, including a scale model of a Neuron-like unmanned combat air vehicle (UCAV), reportedly from Shenyang.

In the helicopter field Changhe has been developing the Z-10, a dedicated

attack helicopter in the mold of the Eurocopter Tiger. The program has been delayed by powerplant issues, but it is thought that at least 12 have been delivered to a PLA test unit.

Meanwhile, Harbin flew a prototype of its Z-19 light scout/attack helicopter in May 2010. Clearly based on the H-425 (itself a development of the Eurocopter Dauphin that Harbin builds under license), the Z-19 has a new tandem-seat forward fuselage grafted on, with weapon pylons added on the side.

The Avicopter AC313, a development of the Aérospatiale Super Frelon, was recently certified, having made its first flight on March 18, 2010. The 1960s’ design has been thoroughly overhauled, with three Pratt & Whitney PT6B engines, modern systems and composite/titanium rotors.

Late last year photos appeared showing what appeared to be a new maritime patrol version of the Y-8, possibly designated Y-8Q or Y-8GX-6. The Y-8 has also been seen with a rotodome installation for the airborne early warning role. It is unclear as to whether the aircraft is a radar testbed, or an intended operational type for the PLAN air force.

Other Y-8 derivatives include EW and Elint versions.

Possibly the next major Chinese program to emerge from the shadows will be the Y-20, a four-engine transport that falls somewhere in size between the Il-76 and C-17, and drawing inspiration from both.

Developed by Xian and Shaanxi, the Y-20 program has been assisted by Antonov.

Reports from China suggest that the prototype airframe is complete and should be rolled out some time this year. o

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AeriAl fighter pAir top billing in SingApore Air diSplAy

Lufthansa Technik is not shying away from India, according to August Henningsen, chairman of the German company’s executive board. His comment to AIN here in Singapore this week comes as its former partner in the country, GMR Group, prepares to operate a new maintenance, repair and overhaul (MRO) facility with partner Malaysian Airlines in Hyderabad, India.

Last year the German MRO giant pulled out of a tie-up with GMR Group, inked in 2008, to set up its own $20 million MRO facility at the new airport in Hyderabad.

“India’s market cannot be ignored. It is a growing market.

Growth in aviation will require training, safety and maintenance operations,” said Henningsen. However, he added that growth in the country’s MRO sector is being undermined by an unfavorable fiscal regime. “India needs to rationalize its taxes.

Business has to be profitable, viable and sustainable,” he said.

DAVID McINTOSH

z Lufthansa Technik Still Likes India for MRO

z Brunei Signs ‘Blanket’ Order for Black Hawks MARK WAGNER

Sikorsky Aerospace Services has announced the signing of a “blanket ordering agreement” with the Brunei ministry of defense for the support of recently ordered S-70i Black Hawk helicopters. The five-year agreement covers those aircraft that will be delivered next year to the Royal Brunei Air Force (RBAF) as well as those that are currently in service.

“This support contract gives the RBAF the flexibility to streamline procurement of parts and services,” said David Adler, president of Sikorsky Aerospace Services. Brunei placed an order for 12 S-70is in December. Deliveries of these new aircraft are scheduled to begin in 2013.

Left to right: F-16 pilot Maj. Desmond Too, F-15 crew Maj. Yip Chuang Syn and Capt.

Philip Tien of the Singapore air force.

Another Singapore Airshow brings another aerial duet from the local air arm. Last time, the Republic of Singapore Air Force (RSAF) paired a Lockheed Martin F-16 fighter with a Boeing AH-64 Apache in a novel fast-and-slow display. This year, an F-16 (above) is paired with the RSAF’s latest acquisition, Boeing’s F-15SG Strike Eagle (left).

The pilots fly a nicely coordinated routine that starts with a close formation pass, with the F-16 inverted. After they split, both jets perform a variety of combat and airshow maneuvers. Watch for the vertical spiral and the high-g flat turn from the F-15SG, flown by Major Yip Chuang Syn, who is accompanied by his back-seater, Captain Philip Tien. Not to be outdone, Major Desmond Too in the F-16 does a neat knife-edge pass. To close, the pair performs an opposition pass with a closing speed of nearly 1,000 knots, followed by a climbing exit.

Singapore is acquiring 24 Strike Eagles. Boeing made the first deliveries in May 2009 to Mountain Home Air Force Base, Idaho, where the RSAF has established a permanent training detachment that will operate about half of the fleet. The other half began to arrive here in April 2010, these aircraft being operated by No. 149 Squadron at Paya Lebar airbase.

–C.P.

z Korean Service Accepts Frasca Simulator

z U.S. Ambassador Cuts Ribbon To Pavilion U.S. ambassador to Singapore David Adelman cut the ribbon to open the U.S. International Pavilion at the Singapore Airshow yesterday. He was joined by General Gary North, U.S. Pacific Air Forces commander, and Nicole LambHale, U.S. assistant secretary of commerce for manufacturing and services.

The U.S. pavilion is showcasing the products and services of 70 companies, 25 of which are exhibiting at the Singapore Airshow for the first time. The 1,400-sq-m pavilion has been organized by Kallman Worldwide. “The numbers are strong and encouraging,” said president and CEO Tom Kallman. “The high percentage of new exhibitors tells us that confidence is building, especially among small and mid-sized companies.”

z German Aerospace Has Big Footprint at Show The German Aerospace Industries Association (BDLI) has brought 25 companies to the Singapore Airshow (Booth K93), while another 10 BDLI member companies are exhibiting on their separate stands. The German contingent comprises several mid-sized companies and suppliers, covering an extensive range of skills, products and services.

After a sluggish period in the global market, the BDLI said it expects the show to “prove decisive for the sales of new aircraft and helicopter systems as well as commercial and defense-related services.”

MARK WAGNER

Frasca International (Booth R71) has announced that the Korea Forest Service has “completed factory acceptance” of its Eurocopter AS350 B2 Ecureuil/AStar helicopter simulator, a U.S. FAA Level-7 flight training device.

The Urbana, Illinois-based training equipment manufacturer has supplied a 120- by 80-deg spherical visual display. The customized database includes eight scenarios covering forestry flying work and night-vision-goggle capability. A “mirror view” channel provides visual scenes in the mirror including water dump from the belly tank and sling bucket operations.

Sikorsky to deliver S-92 to Zhuhai Sikorsky Aircraft Corp. is to deliver a new S-92 helicopter to China Southern Airlines’ Zhuhai Helicopter Branch next week. This follows the delivery of two S-76s in December last year. The offshore utility aircraft will support expanding oil operations in the South China Sea. Zhuhai Helicopter Branch is among the major helicopter operators servicing oil operations and other market segments in China. The company has used Sikorsky products since 1984 to transport oil workers for such companies as China National Offshore Oil, Chevron and ExxonMobil.

Zhuhai is the largest operator of the types in Asia, and provides

30 Singapore Airshow News • February 15, 2012 • www.ainonline.com

maritime helicopter services for domestic and international oil companies in the Bohai Sea, Yellow Sea, East China Sea and South China Sea. The addition of the new helicopter brings the company’s Sikorsky fleet to 16, comprising 13 S-76s and three S-92s.

“The mutual trust and support that our two companies have developed have contributed to a better understanding in the region of Sikorsky products as well as the training and maintenance capabilities we offer,” said Sikorsky vice president Shane Eddy.

In 2010 Sikorsky delivered nine new S-76 and S-92 helicopters to China, including two S-76C++ search-and-rescue (SAR) helicopters to the Ministry of Transport,

China Rescue and Salvage helicopters, and two S-76C++ to Eastern General Aviation Co. These were the most ever delivered to China in a single year.

To service the growing fleet later this year Canadian flight training services provider CAE will deploy a S-76C++ 3000 Series full-motion helicopter flight simulator at Zhuhai Flight Training Centre, a joint venture it operates alongside China Southern Airlines. The facility is CAE’s first civil helicopter training center in China. o

Rockwell Collins provides heads-up for Asian 787s

by Matt Thurber diversions at Queenstown Airport alone since the system was introduced.

The lower minimum capability of HGS results from the position of the HGS display in the pilot’s forward field of view. Pilots can view critical flight information that matches what they see on their instrument panel pilot flight displays without having to look down at the instrument panel.

The HGS display is mounted so the pilot looks through the HGS combiner screen while also looking through the windshield. According to Rockwell Collins, a NASA study on head transition during approach found that on a threedegree glideslope flown at 124 knots, the average time a pilot took to transi-

MARK WAGNER

As Boeing 787 deliveries ramp up, Asian airlines that are to receive a total of more than 240 Dreamliners will be capable of taking advantage of a unique capability afforded by the Rockwell Collins HGS-6000 head-up guidance system. All of these 787s will be equipped with dual HGS as standard configuration, with a full system available in front of each pilot to use for enhanced situational awareness and safety.

Rockwell Collins has been working with Asian regulators and airlines for more than 10 years to show how HGS can improve flight reliability with lower landing minimums and to provide training for pilots. This work resulted in the first approval for lower landing mini-

The flight deck of the Boeing 787 Dreamliner features Rockwell Collins displays. The Dreamliners ordered by Asian carriers will have dual HGS-6000 head-up guidance systems, shown at top in front of windshield.

mums at an airport in China in 2010, when Rockwell Collins collaborated with the Civil Aviation Administration of China and Shandong Airlines to gain approval for lower landing minima at Qingdao Airport.

The new minimums for HGS-equipped aircraft with properly trained flight crew flying Cat I ILS approaches are 1,500foot runway visual range and 150-foot decision height, down from the standard Cat I at 1,800-foot runway visual range and 200-foot decision height.

Most Chinese airports have only Cat I approaches, although there are some Cat II approaches, according to Rockwell Collins. HGS has also helped Australia’s Qantas obtain approval for lower landing minimums during RNP approaches, and now 16 Australian airports are using the technology. RNP approaches with HGS have helped Qantas avoid more than 50 weather-related

tion from looking at the instrument panel to looking outside was 3.5 seconds, and during this time the aircraft descended another 40 feet.

A 2009 Flight Safety Foundation study showed that HGS technology could have helped to prevent 38 percent of accidents that occurred over a 12-year period. “The study also came to the conclusion that a staggering 69 percent of landing and takeoff accidents and 57 percent of loss of control [accidents] could have been avoided if the pilot had access to the information available on a HGS,” according to Rockwell Collins. o

www.ainonline.com • February 15, 2012 • Singapore Airshow News 31

Sino-Russian widebody is advanced by Putin Speaking to the Chinese media during his visit to Beijing last October, Russian Prime Minister Vladimir Putin said Russia and China have much to gain from jointly developing a widebody airliner. He called for more joint Sino-Russian projects in space and aeronautics, as well as other high-technology spheres, stating that these may produce “huge economic effects for development of both countries.”

Over the last few years, both Russia and China have been importing more U.S.- and European-made aircraft. Putin acknowledged that, but pointed out that both China and Russia have large domestic air transport markets and, as big nations, “are able to and must have their own production of commercial airplanes.”

Putin flew to China aboard a VIP-configured Ilyushin Il-96300–the four-engine jet that had once been proposed as the platform for development of China’s so-called “Big Airplane” program.

“The main point of Putin’s visit was to pitch Moscow’s renewed offer to Beijing of the Il-96 as the platform for development of a Chinese C929 widebody jet. The Il-96-300 has a maximum takeoff weight of 551,000 pounds and can

carry 300 passengers. The newer Il-96-400 has an mtow of up to 595,000 pounds, but so far this design has materialized only as four freighter versions, each able to carry 128,000 pounds of cargo.

When Russia first offered the Il-96 to its neighbors, around 2006-2008, the Chinese were trying to select a suitable prototype for the “Big Airplane” program.

But this process resulted in the newly formed Commercial Aircraft Corp. of China (Comac), which decided to concentrate its efforts on the C919 narrowbody before moving onto a widebody.

Twin-aisle C929

Now, with both the Chinese Airbus A320 assembly line and the C919 development progressing well, China has put the widebody back on the agenda.

Comac is working on a concept for a twin-engine, twin-aisle jet designated as the C929.

Over the past 20 years China’s share in the global airliner fleet grew from 2 to 9 percent, and its proportion of the Asia Pacific fleet rose from 12 to 23 percent. In airline capacity terms, the Asia Pacific region leads the world with a 29 percent share, ahead of North America (26 percent) and Europe (25 percent).

MARK WAGNER

by Vladimir Karnozov

Russia has proposed the four-engine Ilyushin Il-96 (right) as the platform China can use to develop a new widebody. With development of the C919 and ARJ21 (above) progressing, China has put the widebody back on the agenda.

The Avic group’s Aviation Industries Development Research Center of China (ADR) predicts 3,682 mainline passenger airliners and 901 regional aircraft sales in the 2011-2030 time frame. Released at last September’s Aviation Expo show in Beijing, ADR’s “China Market Outlook for Civil Aircraft 2011-2030” forecast that the Chinese passenger airliner fleet–1,506-unit-strong as of the end of 2010–will grow to 5,118 units in 2030 (see box).

At the show in Beijing, Avic development and research vice president Liao Quanwang was asked to what extent the forecast demand can be met by local airframers. “This should be a concern for all the Chinese

people,” he said.

Today, domestic carriers in China prefer Airbus and Boeing products. In technical terms, claimed Liao, China’s ARJ21 and C919 aircraft could be of the same standard as Western models, since Chinese aerospace firms are already producing components and assemblies for Western partners.

“But the local manufacturers still have to learn a lot from Airbus and Boeing in marketing policy and improving their brands so to get better market appeal,” stated Liao. At the same time, it would be “natural” for the Chinese airframers to have a complete range of passenger jets in their portfolio, he said. “There is no question whether they will be producing airplanes larger than the C919; it is natural that they will,” he said.

737 MAX testing in the tunnel MARK WAGNER

Boeing plans to begin the final phase of wind tunnel testing next week for the 737 MAX, Boeing Commercial Airlines vice president of marketing Randy Tinseth revealed here on Monday during a briefing on the company’s market projections for the Asia Pacific region.

Plans call for trials to begin at QinetiQ’s test facility in Farnborough, UK, where engineers hope to substantiate the forecast low-speed performance of the re-engined version of today’s 737NG on takeoff and landing.

Boeing also plans to complete testing at its transonic wind tunnel in Seattle to validate the forecast of the airplane’s high-speed performance.

“Wind tunnel testing is on the

Global Player

Boeing is starting the final stages of wind tunnel tests for the 737 MAX.

critical design path of the program,” said Michael Teal, 737 MAX chief project engineer and deputy program manager. “Based on previous work in the wind tunnel, we are confident this final phase of testing will substantiate our predictions of the aerodynamic performance of the airplane.”

Boeing plans to use the same models it used for the 737NG wind tunnel testing, with certain modifications made to the aft fuselage, struts, nacelles and, of course, the engines.

Re-engined with CFM Leap-B

turbofans, the 737 MAX remains on schedule for deliveries to customers in early 2017, said Teal.

Boeing’s performance projections show that the MAX will provide a 10- to 12-percent fuel burn improvement over today’s 737NG and a 7-percent operating cost per seat advantage over Airbus’s A320neo–the reengined version of the A320 due for certification by 2016 (for which Airbus offers a choice between CFM Leap and Pratt & Whitney PW1000G geared turbofan engines).

–G.P.

32 Singapore Airshow News • February 15, 2012 • www.ainonline.com

Comac wants to be a global player, and to achieve this goal it knows it must have a complete range of airliners. In addition to meeting demand for intercontinental services, it sees market potential in providing high-capacity transports for domestic or intraregional routes–especially to take into account mounting slot shortages at China’s main airports.

Today, more than two thirds of Chinese airline passengers fly between airports 300 and 900 miles apart. In 2030 China’s domestic traffic (1.5 trillion passenger seat miles) will be similar to that of the U.S. By that time the share of 300- to 400-seaters in the Chinese fleet, in seat-mile terms, is expected to grow from the current 12 percent to 28.6 percent.

Mainland China’s three main hub airports–Beijing, Shanghai and Guangzhou–handle

one third of all Chinese passengers traveling by air, totaling 180 million passengers in 2010. “Airport congestion considerations dictate larger capacity airplanes for these airports,” concluded ADR, reporting a 6.4-percent annual average growth between the main hubs in 2006-2010.

Then there are the special circumstances of the city of Urumchi, capital of Xinjiang province in western China. The city is being developed into a new powerhouse of industry and only air transport can efficiently connect it with the rest of the country.

Since the late 1980s, aging 350-seat Il-86s operated out of Urumchi to meet this demand.

Reportedly, the four-engine Ilyushin was popular for its ruggedness and comfort, but after plans to retrofit it with more economical CFM56 engines fell through, the Russian giant was withdrawn from Chinese inventory due to its high fuel burn. But positive memories of the type may prompt China into joining forces with Russia on an Il-86 successor, or at least that’s what Vladimir

China Market Outlook for Civil Aircraft 2011-2012 Number of Deliveries

Category (Number of Seats) airliners

98

400 plus

406

250 to 399

789

181 to 249

2,458

121 to 180

413

101 to 120

regional aircraft

517

61 to 100

437

30 to 60

www.lockheedmartin.com/singapore

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by Dzirhan Mahadzir All three services of the Malaysian armed forces have received significant cuts to their procurement budget requests for 2012.

The political context for this is the build up to a general election, which must be held by 2013. With defense spending being a contentious issue in Malaysia and the need to reduce state spending, the current government has opted for sizable cutbacks.

However, assuming the current ruling National Front coalition retains power, this state of affairs is unlikely to continue beyond the election as the operational demands and needs of the armed forces is expected to require the Malaysian government to release funding for several pending military requirements. A key number of these requirements falls on the military aviation side, not only for the Royal Malaysian Air Force but also for its two sister services, the Malaysian Army and the Royal Malaysian Navy, both of which have plans to further develop their respective aviation arms.

The RMAF accounts for the bulk of Malaysia’s military aviation requirements, with its multi-role combat aircraft (MRCA) program to replace its existing Russian MiG-29 fighters being the focus of attention.

The air force plans to phase out its remaining eight operational MiG-29s by 2015. The RMAF originally had 18 MiG-29s but

lost a pair of them in training accidents, while the other eight have been phased out and cannibalized to support the remaining eight.

Malaysia had issued an initial request for proposal in March 2011 with an envisaged operational entry-service date of 2015-2016. As such, given the normal production cycles of at least 24 months or longer until delivery after signing of a contract, it would appear likely that a decision on the MRCA would have to be made by mid-2013.

There are four aircraft primarily in the running for this requirement: Boeing’s F/A-18 Super Hornet, the Eurofighter Typhoon, Dassault’s Rafale and the Saab Gripen. A fifth aircraft in contention is Irkut’s Su-30MKM, with the RMAF already having 18 of the Russian jets in service.

Despite both defense minister Dato’ Seri Dr Ahmad Zahid Hamidi and RMAF chief general Tan Sri Rodzali Daud having publicly stated on several occasions that only Westernmanufactured aircraft will be considered, Russian representatives have argued that they are very much in the running in the competition and that an additional order of Su-30MKMs is also under consideration.

However, the Sukhoi offering appears to be compromised by the technical problems and

Malaysia’s navy is looking to add anti-submarine warfare helicopters to its air wing fleet, which currently includes six AgustaWestland Super Lynxes that have been active in anti-piracy missions off the Gulf of Aden.

delays experienced by Malaysia when it introduced the type into its fleet. Coupled with that is the two-man crew requirement for the Su-30MKM, with the current fleet taking up a significant portion of the RMAF’s combat aircraft crew and the air force’s current training assets being insufficient in generating adequate numbers of pilots and support crew. On this basis, it seems unlikely that the RMAF would compound its personnel shortfall by ordering additional Su-30MKMs. AEW&C Requirement

While focus has primarily been on the MRCA program, the RMAF still has an outstanding requirement for up to four airborne early warning and control aircraft (AEW&C). However, funding for the program has yet to be officially allocated.

Northrop Grumman has been strongly marketing the E-2D Hawkeye, while rival Saab has also been pushing the Erieye AEW&C system, which would be installed on a platform of Malaysia’s choice. Saab has also tied in the Erieye with the Malaysian MRCA requirement, offering it as part of a package with the Gripen. As part of that, at

the Langkawi International and Maritime (LIMA) show held in December 2011, Saab signed a memorandum of understanding for joint collaboration with Malaysia’s DRB-Hicom on offering an AEW&C system to Malaysia. Airbus has been marketing its C295 AEW platform but the aircraft’s Israeli radar and electronics likely rule it out of contention in regards to Malaysia because of political sensitivities.

Problems with the Airbus A400M transport program have resulted in the RMAF having to accept up to a two-year delay in delivery (falling from 2013-2014 to 2015-2016). However, the air force has taken the setback positively with chief general Tan Sri Rodzali David saying that the new time frame will allow more time to prepare the necessary infrastructure and equipment to support the aircraft.

Fleet Upgrades

Despite the RMAF’s purchase of the A400M and the Eurocopter EC725 helicopter, both the entire existing RMAF C-130 Hercules fleet and a significant portion of the S-61A Nuri helicopter fleet will continue to be in service and are slated for an upgrade and service life extension program.

This work is likely to be carried out by Airod Malaysia, which already has an existing maintenance contract with the RMAF for both aircraft. However, some of the RMAF’s requirements for Both the Eurofighter Typhoon (below right) and Dassault’s Rafale (below left), which are in contention for Malaysia’s multi-role combat aircraft requirement, appeared at last December’s LIMA show in Langkawi.

Whichever fighter is chosen will replace Malaysia’s existing Russian MiG-29s (left).

34 Singapore Airshow News • February 15, 2012 • www.ainonline.com

the programs may lead to Airod looking for subcontractors.

The RMAF plans to upgrade the avionics of its C-130 fleet along with installation of glass cockpits and a defensive suite.

The latter is a priority due to the increased deployment of the aircraft to high-threat areas.

Last year, RMAF C-130s conducted emergency evacuations of Malaysian citizens in Egypt, and also provided transport for Malaysian military medical teams serving in Afghanistan.

While in neither case have the RMAF C-130s have been threatened by anti-aircraft weapons, the RMAF has been concerned over the aircraft’s nonexistent defenses against such threats.

Despite the purchase of 12 EC725s, Malaysia has laid down the requirement that the RMAF must have a fleet of 27 mediumlift helicopters. With no funding available for additional EC725s, the RMAF is pursuing a service life extension and upgrade for 15 of the current 28 S-61s.

In the meantime, the Royal Malaysian Navy plans to purchase at least six anti-submarine warfare helicopters, but this requirement is likely to be postponed to 2013 due to the 2012 budget cuts. Sikorsky has been heavily marketing the MH60R Seahawk for this requirement, although Eurocopter has offered the possibility of a navalized EC725. The navy is keen to expand its air wing, which currently operates six Fennec and six Super Lynx helicopters.

With its 11 AgustaWestland A109s fully integrated into the Army Air Corps reconnaissance squadron, the Malaysian army is looking toward building a squadron of six to 12 attack helicopters, although this program is also likely on hold temporarily due to the budget cuts. Plans also call for a tactical transport helicopter squadron. Originally, this would have entailed the transfer of the RMAF’s S-61 fleet to the army but this has been scrapped because the RMAF has been unable to obtain funding to replace the S-61 with the EC725s on a onefor-one basis. o

photos: Dzirhan Mahadzir

Malaysia set to restore spending after elections

Singapore offers ideal location for OEMs serving Asia Pacific region

by Ian Goold Textron subsidiaries Bell Helicopter (Booth Q01) and Cessna Aircraft are looking forward to completion of a new 275,000-sq-ft customer service and support facility at Seletar Aerospace Park. Scheduled for completion in the second quarter of this year, it is expected to employ approximately 90 technicians and office workers when fully operational.

The new Singapore facility is designed to replace and augment an existing supply center and strengthen Bell Helicopter’s sales presence in the Asia Pacific region, while also introducing parts distribution and maintenance capabilities for Cessna operators there. The property includes aircraft hangar, office, storage and maintenance areas.

“The Seletar site represents Bell Helicopter’s continued focus on expanding sales and marketing [in] the region,” according to

for PT6A, -B and -T, JT15D, PW150A and PW200 engines, and stores spare engines to support local customers. About five years ago, P&WC opened a new distribution center in Singapore, doubling the availability of parts and more than halving customer delivery times.

Rolls-Royce (Booth N23) has set up its first offshore factory for wide-chord fan blades here in Singapore, as well as engine assembly and training and advanced-technology facilities. The UK engine manufacturer, which expects to deliver its first locally assembled Trent 900 later this year, has been in Singapore since the 1950s and employs some 1,400 people.

Located at Changi Business Park, AAR International Engineering Services (Booth S01) provides a full range of engineering services and technicians. “With experienced designated engineerAt the last Singapore Airshow, Eurocopter CEO Lutz Bertling, left, and Eurocopter Southeast Asia president Bernhard Brenner unveiled a model of the helicopter manufacturer’s new Southeast Asia headquarters, which opened later that year at Seletar Aerospace Park.

DAVID McINTOSH

Anyone doubting the strategic value of Singapore’s nearEquatorial location as an Asia Pacific aerospace base need only visit the island state’s industrial and business estates, including the new Seletar Aerospace Park, to see how many original equipment manufacturers and aircraft and engine maintenance, repair and overhaul (MRO) companies have set up regional shops here.

Given its central Asia Pacific position, Singapore is ideally placed for MRO, engineering and sales support for customers in the region, according to Rockwell Collins (Booth Q79).

The U.S. company, whose headquarters here is within six hours’ flight time of about 70 percent of its customer base in the region, provides MRO services for commercial and military customers. With about 120 employees in customer service, sales, marketing and other functions, the Rockwell Collins Singapore repair workshop services more than 1,000 products.

Asia Pacific is a key growth area for Fokker Services Asia, in particular for integrated support of regional aircraft. The Dutch company (Booth C23) has a large new free-span hangar that should permit its expertise to be extended from Fokker and ATR models to other regional aircraft, with a predicted doubling of work in the next five years.

“This is a first major step in expanding our capabilities into Asia. The next phase will be to expand our logistics support capability from Singapore, focusing on component support as well as more extensive local parts and ‘rotable’ stocking, including establishment of a componentmaintenance facility in the near future,” said a Fokker spokesman.

The company has performed more than 350 base-maintenance checks for more than 45 customers in Singapore since 1997.

Eurocopter South East Asia (ESEA) was established in Singapore in 1977 to sell and support the European manufacturer’s helicopter models in 14 territories, including Bangladesh, Bhutan, Brunei, Cambodia, East Timor, Indonesia, Laos, Nepal, Philippines, Sri Lanka, Taiwan, Thailand and Vietnam. With a near 200-strong workforce, ESEA has delivered more than 300 new helicopters.

Bell Helicopter Asia Pacific commercial-business managing director Sameer Rehman.

Serving as the two companies’ Asia Pacific regional headquarters, the expansion will include full-service centers for both manufacturers and will provide capacity for aircraft sales, technical support, spareparts distribution, maintenance, overhaul, refurbishment, completions and customizing. It also will support Bell Helicopter maintenance and flight training.

Based at Singapore’s Loyang Industrial Estate next to Changi Airport, Pratt & Whitney Canada SEA (Booth L39) is part of the engine maker’s global support network. P&WC SEA, which has been established here for almost 30 years, provides overhaul and repair services for PW100 engines and APUs and hot-section inspections

ing and airworthiness representatives on staff, we can handle projects from engineering new ‘solutions’ to installing modifications systems,” said the company.

Dallas Airmotive Asia P ­ a­cific, a division of global support company BBA Aviation (Booth D63), offers OEM-authorized repair and overhaul services to operators of the region’s business aircraft powered by General Electric, Honeywell, Pratt & Whitney Canada and RollsRoyce engines.

Goodrich Aerostructures Service Center Asia (GASCA) offers engine-nacelle MRO services.

Using what is claimed to be the region’s largest autoclave capacity, GASCA (Booth CD07) can accommodate many composites nacelle “systems” and aerostructures from most airplanes in the region, including the Airbus A380 and new Boeing 787.

36 Singapore Airshow News • February 15, 2012 • www.ainonline.com

Engine-nacelle MRO services offered in Singapore by Goodrich Aerostructures Service Center Asia include on-site repair support, lease and exchange programs, long-term contract maintenance and incorporation of service bulletins and modifications.

GASCA’s capabilities include on-site repair support, lease and exchange programs, long-term contract maintenance, as well as incorporation of service bulletins and modifications. The company assembled and trained a team that designed, analyzed and fabricated advanced-composites prototype nacelle components for the new Pratt & Whitney PW1000G engine program.

At Hamilton Sundstrand (Booth L39) a comprehensive accessory repair and exchange (CARE) team based in Singapore will assist in management of the parent company’s maintenance service plan program that is to provide asset management and component repair services for Japan’s All Nippon Airways.

Singapore is home to one of several Hawker Pacific (Booth H65) centers providing aircraft maintenance, modification and support services in the region, others being in Australia, Dubai, New Zealand and the Philippines. The group offers a “one-stop shop” service covering design engineering, major modifications, special-mission equipment, maintenance control, line- and heavy-maintenance checks, and engine and component overhaul capabilities.

Established in 1978 (as Allied Signal Singapore), Honeywell Aerospace (Singapore) operates as a repair and overhaul (R&O) facility and regional parts distribution center for customer support in the Asia Pacific region.

The U.S. company (Booth Q23) has established the Singapore Honeywell and Airline Reporting Exchange Database portal, which is said to offer Asia Pacific airline customers an R&O-status tracking system, plus services such as “chat,” discussion boards

and technical help.

With many Honeywell operations having been in Singapore for 25 or more years, the company employs 600 people in four primary facilities: •T he Chee Chai site has delivered more than 120,000 avionics modules, flight-data recorders and enhanced ground-proximity warning system units since 1985.

• The Loyang site is considered a major Asia Pacific MRO site for avionics and products, with an annual output of nearly 6,000 units.

• The Gul Circle facility–Honeywell’s largest MRO site in Asia– has serviced more than 8,000 auxiliary power units (APUs) and engines since 1978.

• The Joo Koon facility is Honeywell’s largest facility in Singapore at 57,000 sq ft.

Nordam Singapore (Booth S23) repairs commercial aircraft engine thrust reversers. The U.S. group makes nacelles, aircraft windows and aerostructures.

Standard Aero (Booth T95) operates one of its 12 primary service facilities in Singapore.

The Dubai Aerospace Enterprise engineering-division subsidiary specializes in engine MRO and nose-to-tail services that include airframe, interior refurbishments and paint.

Thales Singapore (Booth J57), which employs 180 people, is part of the European group’s aerospace business that specializes in aeronautical equipment, mission electronics for current combat aircraft, airborne surveillance and mission systems. o

Hermes 900 is big boy in Elbit’s drone family

by David Donald as the Emerald AES-210V, Skyfix and Skyjam communications intelligence and jamming equipment, and the AMPS (advanced multi-payload system), which can mount long-range EO/IR/ laser equipment.

Alternatively, for routine ISR missions the DCoMPASS (digital compact multipurpose advanced stabilized system), LASSO (large area scanning system operation) and hyperspectral payloads are offered. The mockup on outside static display is shown with some of the payload options available, along with a representative model showing the size of the 900’s internal bay.

Elbit has already secured three orders for the Hermes 900, including one from the Israel Defense Force as part of a larger, three-year deal signed in 2010 that also included the supply of further Hermes 450s.

The IDF is a major user of the Hermes 450 and has acquired a number of 900s for an initial evaluation. A first export customer was announced last July, the Chilean air force

Rafael refines its business to match defense needs

by David Donald Rafael has come to the Singapore Airshow to display a wide array of its products, which can be seen at Booth N55. The Israeli company has become a specialist in several key areas, such as air defense, precision weapons, reconnaissance sensors and systems, and command and control. It believes that its products and systems have great relevance in many areas of the world, especially in the Asia Pacific region.

“Discriminate, precise and proportional equals economic, efficient and effective,” stated Rafael’s president and CEO, Vice Admiral (Ret.) Yedidia Yaari, speaking to AIN on the eve of the show.

“Everything we do conforms to this concept. We need to discriminate the bad guys from the good; we need to be

very precise; and we need to be proportionate in our response to threats. We believe that these are the factors that future requirements will be based on.”

One expression of this

Yedidia Yaari, Rafael president and CEO, says precision and proportionality are key to success in missiles business.

Elbit Systems’ Hermes 900, on display in front of the Elbit chalet, is a cousin of the proven Hermes 450.

having selected the Hermes 900 after evaluation against the IAI Heron.

In early January the company announced a contract worth around $50 million for the Hermes 900, including universal ground control station, satellite communications and DCoMPASS payloads. This third customer is, according to Elbit, “a governmental agency in the Americas” which will use the Hermes for “a variety of perimeter security missions.”

Colombia’s police has been touted as the customer. o concept in Rafael’s portfolio is the development of scalable families of systems, using common technology to give the customer a series of options, or common capabilities across a variety of platforms, while keeping development costs down. Rafael looks to new technologies and innovative ways of employing them to maintain a competitive edge, and to match with other companies’ competences within larger systems.

“We have to focus on quality and ingenuity,” added Yaari.

Rafael’s solutions have been developed through the experience it has gained as a key supplier to the Israel Defense Forces, and the need to meet new threats as they emerge. “The Middle East has become something of a laboratory,” said Yaari. “What you can see there now happens elsewhere on the planet a few years later.”

Many of Rafael’s personnel have recent military experience, and many maintain that close knowledge of the front line through the reserve organization.

MARK WAGNER

A new UAV design on display here is Elbit’s Hermes 900, the bigger cousin of the popular Hermes 450. The family genes make the Hermes 900 particularly attractive to operators of the Hermes 450–a roster that includes Singapore–as it employs the same ground control stations and maintenance processes.

The Hermes 450 has amassed more than 190,000 flight hours on operations and is used by many nations. It has been operated with great success over Afghanistan by UK forces. The Hermes 900 is an altogether larger vehicle that capitalizes on experience with the 450 while offering better performance and far greater payload-carrying ability. In terms of size and weight it is in the class of the IAI Heron and General Atomics MQ-1 Predator, and all three use the Rotax 914 engine.

For the Hermes 900, Elbit proposes a range of sensors that can be carried under the fuselage and in an internal bay. Longrange standoff sensors include SAR/GMTI and maritime patrol radar options, elint systems such

Elop Shows Off Recently Tested Hermes UAV ‘Hyperspectral’ Sensor Payload Elbit Systems (Booth N65) has announced that it has developed a hyperspectral payload for carriage by its Hermes 450 and Hermes 900 UAVs. The sensor has been developed by the Israel-based group’s electro-optical division, Elop, and a series of successful test flights has recently been undertaken.

Hyperspectral technology allows an area of interest to be simultaneously imaged at different wavelengths. Each material has its own spectral signature, and the sensor can detect this and identify the material. The system can then detect and track targets on the basis of this signature.

In the military world this technology allows operators to uncover lowsignature military activity, see hidden obstacles and identify potentially hazardous materials. Hyperspectral imaging also has many commercial and scientific applications, such as pollution detection and tracking, water sampling, mineral exploration and agricultural uses.

–D.D.

This pays great dividends in the rapid identification of requirements and the development of new systems to meet them. “In Rafael the distance between ‘lessons learned’ and ‘weapons development’ is very short,” said Yaari. “It’s one of our secrets.”

One area that Rafael has focused on, and continues to do so, is defense against both shortrange rockets and theater ballistic missiles. “In Israel the opposition came up with something that was difficult to counter,” said Yaari. “Therefore we developed the Iron Dome [for short-range air defense, now operational].”

Much in the news, the ballistic missile threat is also crucial, and Rafael is working with Raytheon to implement the David’s Sling system that uses the company’s Stunner kinetic interceptor. “It’s a missing element in armed forces capability around the world, and that requirement is becoming critical now.”

Rafael continues to explore new technologies and mature existing ones. The company has considerable expertise in

delivering sophisticated precision weapons, including the Derby and Python 5 air-to-air missiles that, in boosted form, are used by the Spyder air defense system selected last year

by Singapore to replace Rapier.

Two key areas that Rafael is exploring are directed energy weapons to ultimately replace kinetic weapons, and the development of command/control systems to catch up with the explosion in the amount of data that can now be generated by ISR assets. “It’s now coming to a bottleneck in every system,” said Yaari. “We are capable of seeing everything, but we are not capable of managing all the data. It’s perhaps our biggest challenge.”

That challenge involves fuzing large amounts of data and rendering it into a form that allows real-time decision-making. o

www.ainonline.com • February 15, 2012 • Singapore Airshow News 37

Southeast Asia fertile ground for Russian Yak-130 trainer

by Neelam Mathews Russian defense marketing agency Rosoboronexport believes Southeast Asia is a prime market for the Yakovlev Yak-130 two-seat advanced jet trainer/ light attack aircraft. Malaysia and the Philippines, in particular, have shown interest in the trainer, according to Rosboronexport deputy general director Viktor Komardin.

During a recent visit to the Irkutsk Aviation Plant last year, Malaysian defense minister Ahmad Zahid Bin Hamidi hinted at an interest in parts manufacturing for the program. “There is a good probability that we will work with this aircraft. The details will be discussed,” he commented.

A $550 million order last year for 36 Yakovlev Yak-130 Mitten combat trainers gave the program a boost. But this contract was reportedly from Syria, much to the annoyance of the U.S. Earlier this month Russia and China vetoed a European-backed U.N. Security Council resolution threatening sanctions against the Syrian regime, with which they have close trading ties. Last November, 16 Yak-130s were also committed to Algeria.

In December, Russia’s defense

ministry signed a contract for 55 Yak130s to be delivered between 2012 and 2015. “This will facilitate the training of Russian pilots for mastering new generation fighters on the eve of their acquisition in bulk,” said Russian defense minister Anatoly Serdjukov.

Irkut also is looking at upgrading the Yak-130’s armory with an electro-optic aiming system and is reviewing the radar.

Enhancement of the trainer’s combat characteristics are a requirement in local conflicts for a light attack aircraft armed with three tons of armory and capable of using guided weaponry, said Irkut president Alexey Fedorov. An in-flight refueling system is also being considered.

Currently, the Yak-130 is fitted for guided bombs with a caliber of up to 1,000 pounds. It is also armed with the 10-mile range R-73 short-range guided missiles.

According to the Russian manufacturer, the Yak-130 is a generation ahead of rivals such as BAE’s Hawk in technological terms. o Russia’s Rosoboronexport believes Southeast Asia is a prime market for the Yakovlev Yak-130 advanced jet trainer (above right), which is being manufactured at the Irkutsk Aviation Plant (right).

Apple’s iPad attracts interest from airlines

by Bill Carey The popular Apple iPad tablet computer, embraced by business and general aviation pilots for its numerous flight applications, low cost and ease of use, is catching on in the more structured environment of airline flight decks.

In the last year, Alaska Airlines issued iPads to 1,400 pilots and United Continental committed to distributing the devices to 11,000 pilots, in both cases to reap the weight and fuel savings gained from eliminating paper manuals and charts from the flight deck. American Airlines took the utility of the tablet one step further, winning approval from the U.S. Federal Aviation Administration (FAA) to use iPads for digital charts and manuals in all phases of flight, including takeoff and landing.

navigation software products when used as an electronic flight bag (EFB). Jeppesen officially is “neutral” as to platform technology, as it works with established EFB hardware manufacturers, but it has nice things to say about the newcomer from the consumer electronics world.

“What we find in the iPad is

Jeppesen Apps

Involved in each of these efforts was Boeing subsidiary Jeppesen, which has embraced the iPad as an ideal storage and display platform for its

An Apple iPad tablet computer displays a moving-map application from the Jeppesen Mobile FliteDeck product.

a really superb platform,” said Rick Ellerbrock, Jeppesen chief strategist for aviation. “It’s just ideally made for this kind of application for a number of reasons. The form factor, the cost, the robustness, the stability, the readability, the display characteristics are outstanding. It’s got a nice infrastructure for delivering electronic content.”

Early Adopters

Alaska Airlines was first to deploy iPads to all pilots for use in storing and displaying operations documents, but not for access during critical flight phases. American Airlines was first to be approved for an evaluation program for enhanced iPad use, the first to launch a formal evaluation with line pilots and the first to receive authorization from the FAA to use iPads as Class I EFBs in all flight phases on its Boeing 777s.

The FAA requires that pilots secure or stow Class 1 EFBs not attached or mounted to the aircraft during critical flight phases. Those with Type B software for electronic charts may be used, but must be “secured and viewable during critical phases of flight and must not interfere with flight control movement.”

American Airlines pilots secure the iPad to the forward chart

38 Singapore Airshow News • February 15, 2012 • www.ainonline.com

holder with an FAA-approved securing mechanism, details of which remain proprietary, Capt.

Hank Putek told AIN. In obtaining the FAA’s authorization, the airline previewed a version of the Mobile TC Pro application Jeppesen plans to launch for the commercial aviation market in the second quarter, said Chris Kiley, senior manager of web and mobile solutions. The company estimates there are eight to 10 airlines around the world that are actively pursuing authorizations from their local authorities to use iPads, and many more are interested. Notably, most of the airlines now seeking approval plan to use the iPad as a Class 2 EFB–a device that is mounted and connected to the aircraft.

Jeppesen believes the utility of using iPads on airline flight decks will only grow with new applications. “We have lots of vision for where this kind of product can go,” Ellerbrock said. “It gets into some interesting regulatory discussions. But the reality is, just based on the merit of that computing platform, there’s significant potential to integrate it into the flight deck. We’re just touching the tip of the spear here.” o

U.S. firms announce merger plan Two U.S. companies exhibiting here at the airshow, California’s Kapco (Booth B13) and Florida’s Aaxico (Booth B01), have announced that they are to merge on February 29.

The companies have a combined age of 100 years: this year Aaxico celebrates its 60th anniversary, while Kapco celebrates its 40th. Aaxico has offices worldwide and distribution centers in the U.S., Europe and Asia, while Kapco has multiple stocking warehouses in the U.S., plus three locations in Europe, making a total of 13 facilities across three countries.

Both companies manufacture and distribute a variety of aviation products, including avionics, lighting, engine-related equipment, sensors, indicators and bearings. o AINonline iPhone App NOW AVAILABLE

Dallas Airmotive center offers TFE731 overhaul

by Neelam Mathews Dallas Airmotive, a BBA Aviation company that officially opened its Singapore Regional Turbine Center (RTC) at Seletar Airport on Monday, expects business to come from some 650 jets in Asia including a mix of pre-owned jets and an everincreasing new general aviation planes being purchased by China and emerging economies.

There are many opportunities for

The composite wing box of the Irkut MC-21 narrowbody is back in testing. In January, a first wing box cracked, and was replaced.

MC-21 wing box break prompts testing rethink

by Vladimir Karnozov subjected to a wide range of trials covering structural integrity, frequency and strength.

The first specimen was intended for technology mastering and approval, checking design solutions and conducting tests for structural integrity and strength. It was subjected to preliminary frequency and stiffness tests, and employed in a separate research effort on examining effects of typical wing damage observed in airline practice.

The MC-21’s wing boxes are manufactured by AeroComposite of Russia in cooperation with FACC of Austria under contract from Irkut and its parent United

DAVID McINTOSH

The all-composite wing box of Russia’s next-generation Irkut MC-21 narrowbody jetliner is back in testing, according to the Central Aerohydrodynamic Institute (TsAGI) near Moscow.

In January the first wing box cracked under excessive loading, the institute reported, but in February the testing continued on the second specimen.

A TsAGI spokeswoman told AIN that arrival of the third wing box has been postponed from January to March, to introduce changes reflecting earlier test results. The second specimen is to undergo a continuous cycle test, while the third will be

Aircraft Corp. The MC-21 wing design comes from AeroComposite and its subcontractor, the Sukhoi design bureau.

The experimental prototypes are made of Prism EP2400/BNCF IMS 24K carbon-fiber reinforced plastic. Irkut chose untried “vacuum infusion” technology in 2010, hoping to lower manufacturing cost by not using large autoclaves (as used for the Boeing 787 and Airbus A350 XWB).

TsAGI is responsible for testing and issuing approvals for flight-testing of the MC-21 development prototypes, due to start in 2015. Also, the institute leads a multi-tiered scientific-research effort on building up “a comprehensive database on composite [airframe] parts.” Under a contract with Boeing, the institute conducted extensive composite structure research and testing for the 787 Dreamliner project. o

Singapore DiSplayS Seahawk anti-Submarine helicopter Making its debut at the Singapore Airshow this year is the Sikorsky S-70B Seahawk flown by the Republic of Singapore Air Force’s 123 Squadron. Six were purchased under the Peace Triton program, becoming Singapore’s first shipborne anti-submarine/ anti-surface warfare helicopters. Assigned to Participation Command, the unit is a joint-service squadron

with the air force providing flight crew and the navy the mission operators. The squadron returned to Singapore last year after training in San Diego. Although shore-based at Sembawang, the true operational environment for the Seahawks is aboard the navy’s six Formidable-class stealthy frigates, which are based on the French “La Fayette” design.

–D.D.

Bombardier Challenger 300 corporate aircraft.

The Seletar facility will also support business from India.

“That fits in well with our strategy. BBA has a service facility in Bangalore, India, which is not formidable and doesn’t have the capacity that Singapore does. Our Seletar facility will be a game-changer for customers in Asia. It will

Executives gathered Monday to officially open the Dallas Airmotive Singapore Regional Turbine Center at Seletar Aerospace Park. The center offers authorized Honeywell major periodic inspection service on TFE731 engines and engine line maintenance.

growth in Asia, said BBA Aviation president Hugh McElroy, and Singapore’s business climate makes it the right place from which to achieve this growth.

The RTC will perform overhaul services for the Honeywell TFE731 engine that will include major periodic inspections (MPI) and line maintenance, plus line maintenance on Honeywell CFE738 and HTF7000 engines, and on 36 series and RE100 and RE220 APUs. “There are a lot of new tails coming into the region,” said Rishiraj Singh, Dallas Airmotive’s director of business and general aviation for the Asia Pacific and China. “We expect our HTF7000 engines will have a sizeable market size.” The Honeywell HTF7000 is a turbofan engine that powers midsize business jet applications.

The first engine entered service in January 2005 on the

bring a [high] level of service to the doorstep and support ‘aircraft on ground’ in record time,” added McElroy.

BBA has also had a longstanding relationship with Asian military forces, offering “typical overhaul support,” and it now expects to offer new levels of service as a result of the RTC in Singapore. For example, India’s military offsets, which can now be extended to commercial aviation, may provide opportunities via BBAs partners in India such as Air Works, Magnum and Associated Air Support.

“As India begins to export more of its military products, we will be in a position to service them,” said McElroy.

With a lot of OEM activity in China, “What better than a Honeywell engine on China’s own general aviation jet?” asked Singh. “That will be music to our ears,” said McElroy. o

www.ainonline.com • February 15, 2012 • Singapore Airshow News 39

GE Aviation test cell opens in Winnipeg

by Matt Thurber engine tests. At full power, the fans draw 2mW, which is now provided by a bank of diesel generators, but in the future will come from cheaper electricity from Manitoba Hydro, another advantage for the Winnipeg site.

Blade-out Tests

With the size of the largest turbine engines creeping up to well over the 100,000-pound level, GE also needed a facility large enough to handle the biggest engines imagined. The Winnipeg TRDC was therefore built for a maximum capacity

MARK WAGNER

Construction of GE’s latest engine test cell was recently completed at James A. Richardson International Airport in Winnipeg, Manitoba. The massive structure will specialize in testing the capability of turbine engines to keep running when flying through icy clouds, and will also be used for performance and endurance, bird ingestion-, ice crystal- and mixed-phase testing on a variety of engines.

The Testing, Research and Development Center (TRDC) was developed under a partnership between GE Aviation and

on dry ground for now A Lockheed Martin P-3 Orion maritime patrol aircraft on static display faces gathering cumulous clouds about an hour before sunset at Changi Exhibition Center. The workhorse turboprop is being displayed by the U.S. Navy.

ST Aerospace launches luxury cabin subsidiary

by Thierry Dubois

StandardAero, and certification for icing tests was received from the U.S. Federal Aviation Administration at the beginning of this month.

The cell replaces GE’s test cell at Mirabel International Airport in Montreal. That was opened in 2006, but in July 2010 airport authorities told GE the cell had to be moved. With the projected cost of building a new concrete pad being enormous, GE took the opportunity, with StandardAero, to find a site with a longer season of suitably cold weather.

The critical icing tests for aero engines require outside temperatures of -4 to -20-deg C. Winnipeg was the natural choice, with 1,400 StandardAero employees already based in the city. The company has a 10-year contract to run the cell.

The TRDC’s axial translating wind tunnel is equipped with seven fans driven by 250-hp variable frequency motors that spin up the winds needed to run the

of 150,000 pounds of thrust and engines up to 150-inch diameter.

Sixty-five cement mixers worth of concrete were required to fill the thrust stand foundation, which has to be able to cope with a blade-out test on a GEnx or larger engine. The 45- by 50-foot concrete foundation is six feet thick, and is strengthened further by 45 fivefoot diameter caissons dug more than 30 feet into the earth.

The TRDC cost $50 million to build and has running costs of about $1 million a month.

It was finished in time to take advantage of the rest of the winter 2012 icing season, and the first engine hung on the test stand was a GEnx-1B. “The new icing testing, research and development center will expand GE’s testing capacity and allow us to meet our commitments to customers,” said Kevin Kanter, GE Aviation executive director of design and systems integration. o

into a VIP completions center. Among other things, this involves setting up various workshops for cabinetry, upholstery and electrical works.

Ron Soret, Aeria’s general manager of completions, told AIN this should be ready by May 1. “We have already provided several quotations [for cabin outfitting projects] and been shortlisted on two projects,” he said. The new hangar can house aircraft up to the size of a Boeing 747-400.

THIERRY DUBOIS

The icing test facility at GE Aviation’s new engine test cell at Richardson International Airport in Winnipeg. The testing and R&D center is a partnership with StandardAero.

ST Aerospace (Booth G01) has acquired completion design specialist DRB Aviation of San Antonio, Texas, and on Monday announced plans to enter the VIP cabin interior business. The new subsidiary of the Singaporean group will trade under the name of Aeria Luxury Interiors.

In fact, ST Aerospace already has a presence in Texas in the form of maintenance, repair and overhaul service provider STA San Antonio, and one of its hangars is being converted

Principals of the new ST Aerospace interiors business are (l-R) Don Bell, president, DRB Aviation, which has been acquired by ST Aerospace; Ron Soret, Aeria Luxury Interiors general manager of completions, and Rob Tomenendal, Aeria’s director of sales and marketing for completions. DRB Aviation is based in San Antonio,Texas.

40 Singapore Airshow News • February 15, 2012 • www.ainonline.com

DRB Aviation has previously worked on aircraft ranging from the Learjet 25 to Boeing BBJs and Airbus ACJs. “Sometimes we were responsible for the completion from A to Z, sometimes we just worked on design or certification,” said Don Bell, DRB Aviation president.

Soret believes that many Asian business aviation customers currently flying on conventional size business jets, such as Hawkers or Gulfstreams, will progressively move to big bizliners, such as ACJs and BBJs. In the future, Aeria may also have completion facilities in Asia but Soret estimated it will take “five years or more.”

Separately, ST Aerospace last month received a license to establish an aircraft repair facility in Guangzhou, China. It is a joint venture with Guangdong Airport Management Corp., which has a 51 percent stake. Expected to begin operations in the second half of 2013, it will perform maintenance, repair and overhaul for Airbus, Boeing and McDonnell Douglas aircraft.

In ST Aerospace’s new projects, Dr. Yip Yuen Cheong, senior vice president for the company’s engineering and development center, also mentioned the engine leasing joint venture it formed last year with Japan’s Marubeni. Dubbed Total Engine Asset Management, it offers support for CFM56 turbofans for Boeing 737s and Airbus A320s, “for now,” he said. o

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UAV video provides real-time tactical data

by Chris Pocock Some of the footage surely had archive value, and if it could be properly stored and recalled, it might provide valuable context to subsequent video coverage. Unfortunately, the ability to unlock that value was stymied. The footage was being collected in multiple formats; it was hardly searchable, and then only by basic time and location.

A senior official at the U.S. National Geospatial-Intelligence Agency (NGA) got to wondering how was it that the television broadcasters of U.S. football games were able to so quickly retrieve and show video clips of moves in previous games, that were relevant to the current action on the field. He traveled to the next convention of the National

Harris Corp.

By the middle of the last decade, the U.S. military was recording full-motion video (FMV) from airborne platforms– especially UAVs–at an unprecedented rate. An estimated 20 million hours had been generated. Massive amounts of footage had been reviewed in real time by operators and analysts in ground stations and had prompted immediate action.

The FMV asset management engine (FAME) system (above) allows analysts and operators to retrieve archived video that may be relevant to current situations. Here, the system has displayed a known target from the previous day, for comparison with a white truck that is currently driving down a highway.

The Harris Corp. FAME system applies commercial broadcasting technology to the analysis of video footage obtained by the military, giving intelligence analysts the ability to retrieve useful archived coverage. Users can search the catolog for key words to enhance decision-making capabilities.

French Commander Sees Greater Roles for UAVs, FMV French air force commander General Jean-Paul Palomeros, Predators for the Libyan operation. Those aircraft were joined later in speaking on the recording of full-motion video (FMV) from airborne the campaign by French Harfangs (Israeli Herons adapted by EADS) platforms–especially UAVs, said, “The challenge today is to exploit and Italian MQ-9 Reapers. But there were problems in coordinating the amount of ISR data gathered and then disseminate it in a these operations, for instance, when a French Harfang was tasked to useful way to different customers.” A huge amount of expert man- take over the monitoring of a mobile target from a Predator. The Harfpower is required, he told AIN, but the general ang was being flown from a nearby ground station, is not convinced that automatic target recogniwhereas the Predator was controlled from thoution software is the answer. Artificial intelligence sands of miles away in the U.S. In fact, Palomeros would be best applied to make UAVs fly autononoted, planning and coordination is becoming mously, he believes. ever more complex, as new wide-area video and General Palomeros told the Dubai Air Chiefs COMINT sensors are added to UAVs and other airConference last November that “at least 30” borne platforms. medium-altitude long endurance (MALE) UAVs Another looming problem is the saturation of should have been deployed to support the NATO Ku-band satcom datalinks that are crucial to MALE air action over Libya last year. “The FMV capability UAV operations. “Ka-band seems an interesting provided by UAVs was essential for discrimination of option to me, even if the signals are much more the troops on the ground and for the prosecution of sensitive to meteorological conditions,” Palomeros targets,” he said. FMV was also key to battle damsaid. He suggested that adaptive modulation techage assessment, including the potential to provide niques could overcome this shortcoming, and that the “legal evidence” that a strike had been propordual-band Ku/Ka antennas should be developed.

French air force commander tionate and had avoided collateral damage.

The Dubai Air Chiefs Conference was orgaJean-Paul Palomeros In fact, the U.S. provided just a few MQ-1 nized by INEGMA (www.inegma.com).

–C.P.

42 Singapore Airshow News • February 15, 2012 • www.ainonline.com

Association of Broadcasters and realized that industry was 20 years ahead of the military when it came to storing, searching, analyzing and displaying FMV. One company, Harris Corp. had developed a system for exploiting video metadata that offered much of the functionality required by analysts at the NGA and at deployed locations. It relied on time-stamping of the video to provide a universal reference for annotation, metadata correlation and searching, rather than the spatially based video management system the military was using.

Four years later, the company’s FMV asset management engine (FAME) is turning terabytes of video footage obtained over Afghanistan into real-time tactical knowledge. Harris teamed with Lockheed Martin and NetApp to deliver the Valiant Angel FMV exploitation system to the U.S. military. Lockheed Martin provides a video user interface called Audacity that includes mosaic creation and the use of Google Earth maps to provide analysts with situational awareness of a UAV’s orientation and track.

NetApp provides the high-performance commercial servers that store and distribute the enhanced video. But FAME is the heart of the system, responsible for 90 percent of the workflow, according to John Delay, lead architect for FAME at Harris Broadcast Communications.

“Some defense companies had produced video storage and retrieval systems, but none of them was conceived as an enterprise architecture,” Delay told AIN. “FAME is a set of back-end services... that allows users to create markers in the database. We build all the ingest capability, which can include online text chat and voice commentary, as well as annotations and algorithms,” he continued.

When analysts tag video clips with key words, icons, graphics and expressions, the results are automatically captured and saved as metadata in a networked master catalog. The catalog can then be searched for data that can inform front-line decisionmaking on the latest threats being observed on video. For instance, FAME might provide footage and comments about a white truck that had previously been tagged as suspicious and that was now being followed on the current video feed (see illustration).

The information that FAME stores is compliant with the standards devised by the motion picture industry and by NATO (STANAG 4609). “The system can process noncompliant imagery so it can be shared across the community,” Delay noted.

Any PC in the system can act as a browser-based client that relies on a FAME server for the processing power.

Moreover, the system allows for situations in the field, where an analyst may be able to use only low-bandwidth connections. “Part of the core FAME product is a real-time transcoder that modifies outbound signals into lower bit rates for disadvantaged networks,” said Delay.

Harris has also developed what Delay claims to be the first scalable airborne video encoder. The Acuity H264 does scaling and cropping of images “on the fly,” he said. o

BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI — MAKE PLANS TO BE THERE

Shanghai, China March 27, 28, 29, 2012

Shanghai Hawker Pacific Business Aviation Service Centre on Hongqiao International Airport Exhibits, Dozens of Aircraft on Side-by-Side Display and Education Sessions All in One Location

WWW.ABACE.AERO

The Asian Business Aviation Conference & Exhibition is co-hosted by The National Business Aviation Association (NBAA), the Asian Business Aviation Association (AsBAA) and The Shanghai Exhibition Center, in Partnership With Shanghai Airport Authority.

U.S. moves to reform export control system

A Northrop Grumman Euro Hawk lands in Manching, Germany, in July, a symbol of U.S.-German collaboration on common uses of the Global Hawk UAS.

by Bill Carey The U.S. government is re- CEO Wes Bush cited India’s vamping its export control regime development of an armed varifor military-related products, a ant of its Rustom UAS. systemic reform long sought by “Today’s export restrictions the nation’s aerospace are hurting this indusindustry. The reform try and the U.S. without could facilitate promaking us any safer, and spective deals being they could cause the U.S. pursued by U.S. comto relinquish to other napanies here in the Asia tions its lead in these techPacific region and othnologies,” Bush warned. er parts of the world.

“The U.S. is struggling The issue of milto sell unmanned aircraft itary exports pits to our allies, while other advocates of weapnations prepare to jump ons nonproliferation Northrop Grumman into the marketplace with against those who CEO Wes Bush both feet. In a repeat of argue that the U.S. the satellite example, the must remain economically thinking seems to be that our competitive with other nations. allies will neither build their But there is wide acknowledg- own, nor buy them from those ment that the existing system who will be motivated by the of vetting products and tech- perversity of our policies to nologies for export is deficient. build them themselves.”

The current system is rooted In his first State of the in Cold War rivalries and has Union Address to the U.S. operated from two different lists Congress in January 2010, Presof products subject to licens- ident Barack Obama unveiled a ing: the Commerce Control List administered by the Department of Commerce and the U.S. Munitions List maintained by the State Department.

by Benet J. Wilson Shipment of military goods Enterprise Florida, a publicis subject to licensing jurisdiction of State’s Directorate of private partnership that overDefense Trade Controls. Com- sees the U.S. state’s economic merce’s Bureau of Industry and development efforts, attends Security regulates the export of Singapore and other global aircommercial products, includ- shows to help Florida companies ing “dual use” items with both in industries that include aviacommercial and military appli- tion, aerospace and defense with cations. The Office of For- global expansion and trade leads.

Ken Cooksey, Enterprise eign Assets Control within the Treasury Department enforces Florida’s regional manager for trade sanctions against tar- aviation, aerospace and defense, noted his state has been a global geted foreign countries. leader in aerospace and is home Controls Limit Growth to many small and mediumU.S. aerospace executives sized aviation companies. “We argue that strict export con- have a robust network of pritrols limited the growth of the vate companies, stellar universination’s satellite industry in ties and a state government that the late 1990s, when satellite drives industry,” he said.

Florida has targeted the technology was subjected to International Traffic in Arms aerospace, aviation and defense Regulations (ITAR) requiring industries because the state companies to obtain a State wants to be more competitive Department license before sell- globally, said Cooksey. “We also want to create high-wage ing products overseas.

Now there is concern over jobs and these industries do unmanned aircraft systems that,” he added.

Since 1996, Enterprise Flor(UAS)–a market in which the U.S. currently holds a com- ida has worked to help commanding lead. In a keynote panies in the state grow their address at the Unmanned Sys- international business, said tems North America confer- Cooksey. “We had the foreence in Washington, D.C., sight and vision early on to last year, Northrop Grumman do what needed to be done to

new National Export Initiative with the goal of doubling U.S. exports in five years.

In a speech that April, former Defense Secretary Robert Gates outlined the administration’s approach to reforming the export-control regime by creating a unified list of controlled products and a single licensing agency for both dualuse and munitions exports.

Gates called for the removal of licensing requirements for thousands of export applications for European Union and NATO countries, advocating a system in which “higher walls are placed around fewer, more critical items.”

The Pentagon is taking the lead in drafting a “positive” U.S. Munitions List based on

objective criteria. Defense products not identified in the munitions list would move to the Commerce Control List.

Last July, the Commerce Department issued a proposed rule for industry comment that would create a framework for controlling “militarily less significant defense articles, largely generic parts and components” via the Commerce Control List.

The Aerospace Industries Association (AIA), representing U.S. aerospace and defense companies, applauded the rule, saying that technologies deemed to have little or no military value should be removed from the U.S. Munitions List.

Exports of these technologies to military allies may be

Florida trade group seeks Asian tieups see Florida companies grow, and attending airshows was a part of that. We had the dedicated resources to pull this off through cost sharing with other companies,” he explained.

Enterprise Florida’s publicprivate partnership means the state understands and works with the private sector, he said.

“Our board of directors is made up of 70 corporate leaders who help us know what their business needs are. [Florida]

Governor Rick Scott is chairman of the board and he interfaces with these leaders who advise us,” he explained. Cooksey said he does all of this on a modest budget of $11.5 million a year, 20 percent of which comes from the private sector.

The goal for Enterprise Florida at Singapore and other airshows is to create a platform where small- to medium-sized companies can make key export contacts, find new exports and

Representatives of the U.S. state of Florida attend global airshows to make contacts in the aviation, aerospace and defense industries to help their local companies expand globally.

44 Singapore Airshow News • February 15, 2012 • www.ainonline.com

eligible for more flexible Commerce license exemptions, and items not “specially designed” for the military will be subject to the same export-control requirements as their commercial equivalents, AIA said.

An example of progress in export control is the U.S. collaboration with Germany on common uses of the Global ­ Hawk UAS. In July 2011, Northrop Grumman flew the Euro Hawk signals-intelligence version to Manching, Germany, for development and testing leading to joint testing with the German air force. Northrop Grumman is partnered with EADS Cassidian Air Systems, which is providing its integrated signals intelligence system for the aircraft. o meet with existing clients and key contacts, said Cooksey.

“We also involve other organizations like universities that attend. A good example of this is Embry-Riddle Aeronautical University, which supports us,” he said. “Embry-Riddle established a location in Singapore in 2011 after attending the airshow for several years with us.”

The university offers one graduate and two undergraduate degrees in Singapore with 150 students, said Cooksey. “This is a good example of organizations using Enterprise Florida as a resource to expand in other areas of the world,” he said.

“We had another small company going to the show for several years and put a location in Singapore in 2008.

The owner credited Enterprise Florida with helping them and has plans to open a location in China later this year.” Attendees at this year’s show will have access to some 15 companies at the Enterprise Florida stand (Booth N77), he added.

Enterprise Florida’s efforts help make the state more competitive for business, said Cooksey. “In the past, we had industries like tourism and agriculture to sustain us, but we had to be more competitive, which is why aviation and aerospace are so important,” he said. o

narrowbodies, Airbus has now collected firm orders for more than 1,300 A320neos.

The contract follows another firm order, signed by Alafco at last year’s Dubai Air Show, for 50 A320neos. At the time it held options for 30 more airplanes. This latest deal represents a conversion of those options to firm status and adds another five airplanes to Alafco’s order total, which now stands at 85 airplanes.

orderbook for the new C919 with a so-called launch customer agreement (LCA) for 20 of the 168-seat jet with one of Asia’s fast growing lessors, BOC Aviation. Entering its detailed design phase late last year, the C919 has now drawn orders for 235 units, according to Comac, mainly from Chinese-owned airlines and lessors.

Described as a leading Asiabased aircraft leasing company, Singapore-based BOC Aviation (formerly Singapore Aircraft Leasing Enterprise) carries one of the youngest portfolios in the business, with an average age of just under four years. Its fleet of 170 airplanes flies with more than 40 airlines worldwide. Fully owned by the Bank of China, BOC Aviation plans to participate actively in the development of the C919, according to the company’s CEO, Robert Martin.

MARK WAGNER

Detailed Design Phase

Moog Aircraft general manager Paul Otto (left) and Avic Qingan president Ding Kai exchange contracts for the supply of a high-lift system for Comac’s C919 airliner.

Lion roars as Boeing scores uContinued from page 1

737-9 MAX in 2017.

“This is fabulous. We are so proud of Boeing and Lion Air…[this] comes at a good time when Asia Pacific aviation is booming. We are very excited to be in this region,” said Nicole Lamb-Hale, U.S. Assistant Secretary of Commerce for Manufacturing and Services, who was present at the signing.

Lion Air already has 51 percent of the Indonesian local market and, according to Kirana, he will fly the 14 business and 150 economy configuration aircraft for the first two years in the domestic market and start international operations in the third year.

Lion Air is in the process of building hangars to accommodate 12 aircraft in the island of Batam free trade zone in the Riau Islands Province of Indonesia, located 12 miles from Singapore’s south coast, Kirana told AIN. o

MARK WAGNER

the deal whereby the airline becomes launch customer for 201 Leap-1B-powered Boeing 737-9 MAX airplanes and 29 CFM-7B-powered Next Generation 737-900ER aircraft, with purchase rights for an additional 150.

What is claimed to be the largest aircraft order in the history of civil aviation is valued at $22.4 billion at list prices. Further, the Leap-1B engine (exclusive powerplant for the new 737 variant) order is valued at $4.8 billion and the CFM-7B order at $580 million at list prices. Lion Air now has a total of 408 firm orders, with 57 already delivered. Deliveries for the 737900ERs start in 2016 and for the

After passing the state-level preliminary design review on December 9, the C919 entered its detailed design and engineering development phase. Formal production of the first part began last December 19 in Chengdu, China. This year Comac plans to roll out detailed design work, release all production drawings

Boeing Commercial Airplanes vice president Asia Pacific and India sales Dinesh Keskar (left) shakes on the latest 737 deal with Lion Air president Rusdi Kirana.

46 Singapore Airshow News • February 15, 2012 • www.ainonline.com

DAVID McINTOSH

uContinued from page 1

Appearing here yesterday for the signing, Alafco chairman and CEO Ahmad Al Zabin said he expects deliveries of the 85 airplanes to run from 2017 to 2021. Although Al Zabin would not yet commit to an engine option, he said an announcement could come at the show this week.

Alafco chose Pratt & Whitney PW1100Gs for its first 50 airplanes. The A320neo can also be ordered with CFM Leap1As. “We’re working hard now on the engines,” said Al Zabin.

While the A320neo continues its wildly successful sales run, China’s Comac padded its own

Alafco chairman and CEO Ahmad Al Zabin (left) celebrates a deal for more A320neos with Airbus COO Customers John Leahy (center) and the leasing group’s executive vice president, Abdulgassim Redha.

and start “overall trial manufacture” ahead of first flight, scheduled for 2014, and entry into service, planned for 2016.

The C919’s list of Western suppliers include Moog Aircraft Group. At the show yesterday, Moog sealed a letter of intent, signed in 2010, to supply the airplane’s high-lift system, including all flap and slat actuation, pilot interfaces, electronic controls, power drive units, wing-tip brakes, gearboxes and miscellaneous components. The contract includes the participation of a Chinese manufacturing

subcontractor, Qingan.

Yet another Western supplier, Germany’s Liebherr Aerospace, signed master agreements yesterday to supply the C919’s air management system and landing gear with China’s Avic Landing gear Advanced Manufacturing Corp. (LAMC). Liebherr signed a LOI to form a joint venture with LAMC at last year’s Paris Air Show to develop and assemble the main and front landing gear along with the associated extension and retraction system and nosewheel steering system. o

DAVID McINTOSH

Narrowbodies MAX out

Rockwell Collins Asia Pacific managing director T.C. Chan (seated left) and ICBC leasing executive vice president Tao Mei sign contracts covering avionics for up to 42 Airbus A320s.

Brazil’s azul increases e-Jet orderBook Brazil’s Azul airline has confirmed options for 10 Embraer 195 jets valued at $478 million at list prices, close on the heels of ordering 11 only four months ago. This takes the total airplanes ordered by the Brazilian low-cost carrier to 62 (57 E195s and five E190s). A smaller order for two Embraer E-175s, placed by Belavia of Minsk (in Belarus), was also announced.

“By August or September this year, we will have delivered 900 of the 1,051 orders,” said Paulo Cesar de Souza e Silva, president of Embraer Commercial Aviation. “For the first time last year, leasing companies bought jets that are not Airbus or Boeing. This is very meaningful. Lessors are important to us as they provide access to get flexibility when finance is not available,” said Silva. He added, “[I] don’t believe any other regional manufacturer has so many orders from leasing companies.”

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