A regional publication of the Association of Aerospace Industries (Singapore)
AIRBUS HELICOPTERS MD DEREK SHARPLES SHARES GLOBAL STRATEGIES AeroNews
Nippon Airways seals Trent engines by Rolls-Royce
High performance composites lead the research wave
Workplace Safety, Health Legislation and Liabilities Seminar
Transiting in Turkey (Donâ€™t miss out on the sights!)
Backed by the prestige of Embry-Riddle Aeronautical University, the world’s oldest and largest university specialising in aviation and aerospace, Embry-Riddle Asia provides students in Singapore with the same quality education you would receive at one of its campuses in the United States. In Singapore’s thriving aerospace and aviation industry, knowledge is power. Embry-Riddle Asia offers part-time degree programmes for working professionals and full-time programmes for secondary school and polytechnic graduates alike. Our programmes are designed for those looking to learn more on a particular subject and those hoping to get a promotion or start a new career path. Whether you’re looking for a part-time or full-time programme you can benefit from having a degree backed by the Embry-Riddle name and everything it stands for – leading-industry knowledge, advanced research, faculty who are also industry professionals, partnerships with globally renowned companies and lifetime affiliation with a group of individuals as passionate about aviation and aerospace as you are.
Visit asia.erau.edu or call +65 6933 9580 for more information or to apply.
EXPANDING A TRADITION OF EXCELLENCE
PROGRAMMES OF STUDY IN ASIA
Master of Business Administration in Aviation The Master of Business Administration in Aviation is designed to emphasise the application of modern management concepts, methods, and tools within an aviation context. The graduate of the MBAA programme has all of the opportunities an MBA student enjoys with the added bonus of a competitive edge in a specialised field.
Master of Aeronautical Science The Master of Aeronautical Science degree gives students the tools needed in the development, manufacture, and operation of aircraft, and a comprehensive understanding of the infrastructure that supports the industry. From unmanned aerial systems to human factors in aviation, eight different specialisations take students deeper into their area of interest.
Bachelor of Science in Aviation Business Administration In the high-powered aviation industry, the key staff, operational, and executive positions are awarded to professionals who display a thorough knowledge of aviation as well as an exceptional aptitude for business. The Bachelor of Science in Aviation Business Administration degree provides a solid foundation of core business knowledge while developing a sharp business acumen.
Bachelor of Science in Aeronautics The Bachelor of Science in Aeronautics curriculum is closely mapped to the needs and demands of the aviation and aerospace industry. Students are exposed to a multidisciplinary programme with courses of study in human factors, security, aviation safety, air traffic control, aircraft maintenance and aeronautical science.
Racing Towards the Future of Aerospace Composites
am excited to introduce the brand new look of Aerospace Singapore. The magazine has undergone a major revamp with fresh new changes to the design and layout. We present to our readers, a sleeker and more reader-friendly Aerospace Singapore. In recent years, we have observed an increasing interest and apparent growth in the composites segment within the Singapore aerospace industry. With that in mind, the focus for the next two issues of Aerospace Singapore was born. Do look out for the next issue of Aerospace Singapore as we give you more details about the exciting JEC Asia 2014 coming up in November. We know that the aerospace industry, like many other high-tech industries, never stands still simply because it cannot afford to. Analysts have forecast the global aerospace composites market to reach US$3.95bil by 2016. Composites have increased significantly â€“ in the past, 25% of an Airbus A380 was made of composites and today, we are looking at the latest Airbus A350 XWB with more than 50% of the plane made of these materials. One of the largest contributing factors for this growth has been fuelled by the increased adoption of composites in aircraft design primarily because of various benefits offered to aircraft manufacturers. Apart from weight saving and assembly simplification, various performance advantages gained have given a major thrust to the development of general aviation composites. I am thrilled by the fresh new look for the magazine and I am confident that my team will continue to bring you the best that the industry has to offer, from the latest aerospace news to the upcoming trends and new personalities. I hope that you will enjoy the new Aerospace Singapore, as much as I did.
Kenneth Ang / Chief Executive, AAIS
CONTENTS VOLUME 7 / NO.2 / 2014
Embraer delivered its first E175 to SkyWest and Jetstar appointed Ms Grainne Kearns as the group CIO. AERONEWS SINGAPORE The first Air Traffic Management Research Institute (ATMRI) is taking shape and Tigerair signed with Airbus for 50 A320neo aircraft.
CFRP for aerospace and automotive applications Light-weight composites like CFRP are ideal for aerospace applications.
CFRP: the new wonder material
Developed by the SGL Group in Germany.
Trends in high-performance composites An in-depth look at composites, now widely used in aerospace. INPROFILE
Global experience under his belt
Meet Derek Sharples of Airbus Helicopters, a wealth of global experience in one man.
The expert on airworthiness and design assurance
Leo Jeoh, Senior Manager of the Design Office at Airbus Helicopters in Singapore, talks us through design.
Tramming through Istanbul in 12 Hours
A jaunt through an entirely exotic city.
The Gentleman’s Crown Luxury care for the man from head to toe.
The Conceptual Coupe Up close with the Mercedes Benz Vision Gran Turismo and Lotus’ C-01.
The Drink of Champions
THE AAIS MANAGEMENT COMMITTEE 2013-2015
Co-Opted Committee Members T. Hastings Siegfried NORDAM Singapore Pte Ltd
President Charles Chong SIA Engineering Company Ltd
Thomas Kennedy SR Technics Pte Ltd
1st Vice-President Kham Joon Wui ST Aerospace Ltd
2nd Vice-President Tin Ho Rolls-Royce Singapore Pte Ltd Honorary Secretary Fergus Lopez Parker Aerospace
Assistant Honorary Secretary Adrian Plevin Meggitt Aerospace Asia Pte Ltd
Assistant Honorary Treasurer Steve Price International Engine Component Overhaul Pte Ltd
EDITORIAL & DESIGN
Honorary Treasurer Ng Kim Keng Thales Solutions Asia Pte Ltd
Rum has that sense of excitement and adventure.
A roundup of recent happenings at the association.
Association of Aerospace Industries (Singapore)
Committee Members Chris Davie Singapore Aero Engine Services Pte Ltd Lim Hee Joo Wah Son Engineering Pte Ltd Ekkehard Pracht Liebherr-Singapore Pte Ltd Mike McCormack Singapore Institute of Aerospace Engineers
Arvind Pasricha m: +65 9189 9672 firstname.lastname@example.org www.paulandmarigold.com Editor Poon Seow Meng Contributors Andreas Erber Dr. Klaus Drechsler Dr. Florian Doetzer Dr. Peter Middendorf Rosemarie John Tristan Chan Art Director Weyne Yew Photography AEROPHOTOWORKS
ASSOCIATION OF AEROSPACE INDUSTRIES (SINGAPORE) 4 Changi South Lane #07-01A, AAIS AeroHub Nan Wah Building, Singapore 486127 Tel: 65 6922 1788 • Fax: 65 6783 9129 www.aais.org.sg • www.facebook.com/aero.sg All rights reserved. Copyright 2012. Reproduction in whole or part of the magazine is strictly prohibited without the expressed permission of the publisher. The views of the contributors are entirely their own and do not necessarily represent those of the AAIS or the management committee. AAIS does not endorse any products and services featured in the magazine’s advertisements expect those in its own advertisements. AEROSPACE Singapore is printed by Atlas Cetak (M) Sdn Bhd (97608-x) MCI ℗ 117/06/2014
Embraer opens service centre in Sorocaba centre already in operation in the city of São José dos Campos, there are four other authorised centres in the cities of Belo Horizonte, Brasília, Curitiba, and Goiânia. Complementing this network is a 24/7 contact centre at the company’s headquarters. There are currently more than 160 Embraer Phenom and Legacy executive jets operating in Brazil.
Embraer has inaugurated a new service centre for its executive jets at Bertram Luiz Leupolz (SOD) Airport, in the city of Sorocaba, Brazil. The new facility, which involved an investment of more than US$25 million, is expected to generate up to 250 direct and specialised jobs over the coming years. The ceremony was attended by the Mayor of Sorocaba, Antônio Carlos Pannunzio, among other dignitaries.
the 20,000-sq m facility has two hangars, one is dedicated to maintenance, repair and overhaul (MRO) of executive jets manufactured by the company, and the other to support the operation of business aircraft (Fixed-Base Operations – FBO).
“This new investment highlights Embraer’s commitment to its customers, the State of São Paulo and Brazil,” said Frederico Fleury Curado, President and CEO. The centre comprises a passenger boarding and arrival terminal, providing airport services, meeting rooms for customers and rest areas for crew members – all equipped with TV, Internet access and telephony. The city of Sorocaba demonstrates a business aviation vocation, with more than 30 companies based at the airport, growing air traffic and favourable weather. The airport’s proximity to the capital city of São Paulo, Greater Sorocaba’s continued development and its qualified workforce were also strong factors influencing the decision. With the inauguration of the facility, Embraer is expanding its service centre network at strategic locations, to support the growing fleet of executive jets in Brazil. In addition to the company-owned 4
Embraer has also announced the selection of Universal Aviation, the ground support division of Universal Weather and Aviation, Inc., to operate the FBO of the company’s new service centre at Bertram Luiz Leupolz (SOD) Airport in Sorocaba. Universal Aviation will serve the company’s current customers, as well as other business aviation operators flying into Sorocaba, with aircraft ground support and hangar services. “We are pleased to announce that Universal Aviation will serve our customers in Sorocaba, and deliver the highest level of personalised service for which it is recognised,” said Edson Carlos Mallaco, Vice President, Customer Support and Services, Embraer. “To serve with excellence is one of Embraer’s key values, and the new Sorocaba centre demonstrates our commitment to our customers’ complete satisfaction.”
ATR develops onboard software offer for iPad
TR, the European manufacturer of turboprop aircraft ATR, has developed an onboard single-point performance software (SPS) computation application for the iPad. This software allows ATR pilots to compute their take-off and landing parameters in real time and conditions and also to edit, sign and send their weight and balance sheets. Development of the software for the iPad is part of ATR’s initiative to meet the new demands of airlines which are now in favour of using the iPad as an Electronic Flight Bag (EFB). SPS is currently available for operators of ATR -500s and -600s. The weight and balance modules will progressively be available for all the versions of the ATR aircraft. In addition, ATR is also looking to enable the installation of the iPad in the cockpit in “class II” mode. The installation, optional and also available in retrofit, will have a mounting arm and electric-power supply via USB. In line with ATR’s EDORA project, which aims to bring full digitisation of the operational documentation, ATR has also integrated the development of software allowing for files to be checked in .xml format.
Meet Jetstar’s new group CIO Jetstar has announced the appointment of Ms Grainne Kearns to the role of Group Chief Information Officer. She will oversee the information technology functions for the five Jetstar branded airlines across the Asia-Pacific.
earns said it was an exciting time to join Jetstar as the brand approaches its 10th anniversary of flying. “This is a great time to be joining Jetstar and I’m very much looking forward to driving innovation and optimising our use of technology across the business. As we set out to realise the potential of our Pan Asian footprint, I know my team has a big role to play in ensuring we keep costs down and that we’re making the right investments to support the business.” “Jetstar has been at the
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cutting edge of technology and innovation over the past decade, rolling out world firsts such as SMS boarding passes and iPads for in-flight entertainment,” Ms Kearns said. Jetstar, Group Chief Financial Officer, Race Strauss said he was pleased to welcome Ms Kearns to the team. He said: “Grainne is an outstanding CIO with a great track record leading multi-national companies and she’s the right person to help us navigate the transformation of our IT functions across the region.” Before joining Jetstar, Ms Kearns was the CIO of Sensis, the advertising and media arm of Telstra. The Jetstar Group comprises Jetstar Airways (a subsidiary of Qantas Airways) in Australia and New Zealand, Jetstar Asia in Singapore, Jetstar Pacific in Vietnam, Jetstar Japan and subject to regulatory approval, Jetstar Hong Kong. The group operates up to 4,000 flights a week to more than 60 destinations and carried more than 23 million people in FY13.
GX Aviation tests on A330
nmarsat’s GX Aviation, which enables the next generation of high-speed global broadband in-flight connectivity services and provider of global mobile satellite communications services, will be installed on Air China’s A330 aircraft, expected in the second quarter of 2015. A Memorandum of Understanding has been signed between Honeywell and Air China. GX Aviation delivers consistent, reliable, high-speed and high-capacity communications for both passenger connectivity and aircraft operations. It also enables airlines to deploy new types of connectivity applications that were previously not possible. Inmarsat will provide GX Aviation through its fleet of three wholly-owned and operated Kaband satellites and its dedicated ground network. The first of three Inmarsat-5 satellites was successfully launched in December 2013 and the remaining two will be in place by the end of this year. Inmarsat’s fleet of three high-throughput satellites will offer a combination of seamless global Ka-band coverage from a single operator, consistent performance of up to 50Mbps and the network reliability. In addition to passenger communications, GX Aviation services will be able to support real-time TV and live feeds from the internet. It will offer airlines the next generation of connectivity with ample capacity for future growth.
Honeywell and Safran in GoAir tie-up Honeywell and Safran have signed a Memorandum of Understanding (MOU) with GoAir, one of India’s leading low-cost carriers, to support the advancement of the EGTS electric taxiing system, a technology that can save airlines up to 4 per cent block fuel consumption per flight.
GTS uses electric motors on the main landing gear to enable the aircraft to push back autonomously and taxi without using its main engines. The ability improves operational efficiency and reduces emissions. GoAir will provide data on its taxiing operations to Honeywell and Safran will assist in maturing the system and define the precise fuel and other operational benefits it would see by using the technology. GoAir will also assist in establishing the airline standard operational procedures for aircraft equipped with the system. “At GoAir, we are constantly looking for innovative ways to lower
costs for our passengers while improving their flying experience at the same time,” said Giorgio De Roni, CEO, GoAir. “This agreement allows us to actively participate in the system’s development — a technology that we believe has the potential to not only save fuel and reduce costs, but also improve aircraft turnaround times and lower noise and emissions in the airport environment.” “Where EGTS comes into its own is in supporting high-volume, fastturnaround, short-haul movements, where aircraft spend a large proportion of the day on the tarmac taxiing,” said Brian Wenig, Vice President EGTS Programme, Honeywell Aerospace. “As the only electric taxiing system to receive support from a major OEM to date, EGTS represents an exciting, cost-effective technology for airlines to lower their fuel burn and save money.” Since the technology’s “first move” last April on board the joint venture’s A320 test aircraft, EGTS has logged more than 200 kms of rolling tests, including various load configurations and runway conditions, complex manoeuvres such as pushback, tight turns and U-turns, and varying specifications of acceleration and speed up to maximum takeoff weight. Honeywell and Safran estimate that total savings for airlines using EGTS could range from US$200,000 to US$450,000 per aircraft, per year, depending on their operations profile and system utilisation.
Embraer delivers its first E175 In March, Embraer delivered its first E175 aircraft to SkyWest Inc. (SkyWest), in a ceremony held at its headquarters, in São José dos Campos. The aircraft is part of an order from the airline, based in Utah in the US, for 40 E175 aircraft. The E175s are configured in a dual-class 76-seat layout.
n additional 60 orders are reconfirmable, subject to SkyWest being awarded Capacity Purchase Agreement (CPA) contracts with major US airline partners. The agreement between SkyWest and Embraer also includes options for another 100 E175s, taking the potential total order up to 200 airplanes. In a separate deal with Embraer, SkyWest became the launch customer of the E175-E2, ordering 100 aircraft with 100 additional options, for deliveries beginning in 2020. SkyWest is the largest regional airline group in the world and is the parent company of SkyWest Airlines and ExpressJet Airlines. Both companies have long histories with Embraer and were early customers for the Embraer EMB 120 Brasilia
turboprop aircraft. More than 40 EMB 120 Brasilia aircraft currently fly in the SkyWest Airlines network, primarily in the western US. Embraer’s E175 features a range of aerodynamic improvements that reduce fuel burn compared to the previous production aircraft. The modifications include the introduction of a new wingtip, systems optimisation, and streamlining of aerodynamic surfaces. Besides reduced fuel burn, other
ANA picks RR’s Trent engines
apan’s All Nippon Airways (ANA) has sealed an agreement for Trent engines made by Rolls-Royce worth US$1.1 billion. The engines will be used to power 25 Boeing 787 Dreamliner aircraft. The airline already has 55 of the aircraft in service or on order, all powered by the Trent 1000. The engine, which offers the best lifetime fuel burn performance on the 787 Dreamliner, powered the very first 787 Dreamliner into service with ANA in 2011. Trent 1000s have now completed over 220,000 in-service flying hours, with an engine dispatch reliability of May - August
improvements include longer maintenance intervals, increased productivity and lower maintenance costs. The manufacturer has also inaugurated a new service centre for its executive jets at the Bertram Luiz Leupolz (SOD) Airport, in Sorocaba, Brazil. The new facility’s size is about 20,000 sq meters, comprising two hangars. Embraer invested more than US$25 million in the facility.
better than 99.9 per cent – the best ever reliability figures for a wide-body engine on entering airline service. Rolls-Royce employs over 55,000 people in 45 countries and more than 17,000 of these are engineers. It has customers in more than 120 countries, comprising more than 380 airlines, leasing customers, armed forces, 4,000 marine customers, including 70 navies, and 1,600 in energy and nuclear. Its annual underlying revenue was £15.5 billion in 2013, and its order book stood at £71.6 billion at 31 December 2013. 7
Honeywell in tie-up with Bombardier Honeywell Aerospace has strengthened its authorised service centre network in Asia-Pacific through an agreement with Bombardier Aerospace’s Singapore Service Centre. As part of the agreement, Bombardier’s newest wholly-owned maintenance facility will offer retrofit, modification and upgrade (RMU) services for Honeywell products to Bombardier business jet operators in the region.
2013 Global Business Aviation Outlook, continued long-term growth is expected for the region, making increased services and support vital to aircraft owners in this market. “We continue to expand our support of our aircraft utilising Honeywell products and services in Asia-Pacific so that operators have the ability to easily make upgrades to their aircraft at all times,” said Stan Younger, Vice President, Bombardier Aircraft Service Centres. “Our Singapore facility has very quickly ramped up to provide an extremely broad range of services. Our facility has received extensive certifications from international authorities, and the agreement with Honeywell brings further value and convenience to our customers.” Honeywell RMUs enhance aircraft safety, reliability and hull value while lowering operational costs. The RMU services will cater to approximately 150 existing and new Bombardier-manufactured business
he expansion of support for Bombardier aircraft in Asia-Pacific means operators in the region will save time, and lower operational costs as a result of reduced fuel consumption. Logistical arrangements will also decrease since operators will no longer have to leave Singapore for complex avionics upgrades. “As Asia-Pacific business aviation market grows, there is an increased need to provide aftermarket support to our Bombardier aircraft operators,” said Andy Gill, Senior Director, Asia-Pacific, Business and General Aviation, Honeywell Aerospace. “This expanded collaboration with Bombardier’s Singapore facility will allow us to offer customers better support and greater access to services, driving down operational costs now and in the future.” Asia-Pacific business jet fleets have been growing at double-digit percentage rates during the past five years. According to Honeywell’s
jets across the region, such as Global Express*, Global Express* XRS*, Learjet 75* and Challenger* series. Customers will be able to take advantage of the following upgrades:
Primus Elite 875 cockpit display upgrade to liquid crystal display from cathode ray tube. R Flight Management System Service Bulletin upgrades incorporating major enhancements such as the Future Air Navigation System (FANS), Wide Area Augmentation, System Localiser Performance with Vertical Guidance (WAAS LPV) and Automatic Dependent Surveillance-Broadcast (ADS-B). R Satellite Communication Inflight Voice and Data Solutions ranging from Inmarsat Aero H and Aero H+ to Iridium.
Accolade for Jetstar Asia
etstar Asia has been named the AsiaOne People’s Choice for best low cost carrier (LCC) in 2014 for the second year running. The result was from an online survey by AsiaOne, the news and lifestyle website of Singapore Press Holdings, Singapore. More than 200,000 votes from the online community were cast from January to March this year. Jetstar Asia CEO Bara Pasupathi said: “The customer has always been at the heart of Jetstar Asia’s business, so to receive this award is fantastic recognition for Jetstar Asia’s team members working for our customers. In the last 12 months, Jetstar Asia has rolled out new customer innovations designed to improve the customer experience including ‘Straight to Gate’, ‘Ask Jess’, an online virtual assistant and ‘Live Chat’. Jetstar Asia first took to the skies in December 2004. In 2005, Singapore carrier, Valuair, became the sister airline of Jetstar Asia, focusing on destinations within Indonesia. Jetstar Asia and Valuair currently operate more than 600 weekly return flights from Singapore to 21 destinations across 13 countries and territories in Asia-Pacific.
First ATC institute takes shape Singapore’s first Air Traffic Management Research Institute (ATMRI) is taking shape. Jointly established by the Civil Aviation Authority of Singapore (CAAS) and Nanyang Technological University (NTU), the institute conducts research and development to develop or adapt solutions to enhance air traffic management in Singapore and Asia-Pacific.
o provide strategic directions and steer the R&D efforts, the institute’s Governing Council has been established. Co-chaired by the Director-General of CAAS and the Provost of NTU, the council consists of members by invitation. Members come from various organisations with strong interests and involved in ATM operations and development in Singapore, the region and globally. The Co-chairs and Members of the Governing Council for the period January 1, 2014 to December 31, 2015 are: Yap Ong Heng (Co-Chair),Director-
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General, CAAS, Prof Freddy Boey, CoChair), Provost NTU, Singapore, Richard Deakin (Member), Chief Executive Officer NATS UK, Ken McLean (Member), Regional Director, Safety and Flight Operations, Asia-Pacific International Air Transport Association. Other members consist of personnel from the Republic of Singapore Air Force, the Nanyang Technological University of Singapore and the Air Traffic Management Research Institute. Ken McLean said, “Today, the AsiaPacific region is the world’s largest market for air transport, ahead of Europe and the US. The region is expected to continue growing, accounting for 37 per cent of global traffic by 2017 as compared to 33 per cent in 2012. It is critical that the aviation infrastructure, including air traffic management, is able to accommodate the anticipated traffic growth. “As we embark on the second century of commercial aviation, the work of ATMRI will help shape innovative solutions that facilitate safe and efficient aircraft operations. We look forward to sharing the global airline industry’s perspective and experience from around the world in this collaborative initiative by CAAS and NTU.”
Shell launches new fuel facility in Seletar Shell Aviation (Shell) has launched a new facility dedicated to refuelling operations and storage at Seletar Airport. With the new facility, Shell now offers an end-to-end integrated refuelling service at Seletar and provides fuel at both of the republic’s civilian airports, Seletar and Changi International.
n attendance at the launch ceremony was A/P Muhammad Faishal Ibrahim, Parliamentary Secretary, Ministry of Health and Ministry of Transport, Lee Tzu Yang, Chairman, Shell Companies in Singapore and Xinsheng Zhang, Vice President, Shell Aviation.
Shell’s move is in anticipation of the growing importance of Seletar as a major business aviation hub for the region. Shell Aviation is a leading global supplier of aviation fuels and lubricants with a heritage of more than 100 years. It supplies fuel to 800 airports in approximately 40 countries, Shell says it refuels an aircraft every 12 seconds. Seletar Airport is Singapore’s secondary civil airport. It operates 24 hours and caters to international aircraft charters, private flights, medical evacuations MRO and freighter operations. It is also home to some 30 global companies for MRO. Shell’s involvement in aviation has a long history dating back to 1937 when it began operations at the Kallang Airport. This was followed by operations in Paya Lebar airport in 1955 and Changi International in 1981. 10
Shell Aviation’s range of products include jet fuel, aviation gasoline, water detector, engine oils for turbine and piston engines, greases and hydraulic fluids. Its customers are from the commercial aviation, business and general aviation sectors.
Jet Aviation expands in Seletar
Tigerair signs MOU for 50 A320neo Tigerair has signed a Memorandum of Understanding (MOU) with Airbus for the purchase of up to 50 A320neo aircraft for fleet renewal and growth. The deal covers 37 firm orders plus 13 options. The aircraft will be powered by Pratt and Whitney PW1100 engines and used across the Asia-Pacific network.
e are delighted to conclude this agreement, which will allow us to introduce the latest single-aisle aircraft into our fleet,” said Koay Peng Yen, Tigerair’s Group CEO, “This agreement also underscores Tigerair’s commitment to continue building on our leadership position in the budget travel sector at a measured pace.” “We are pleased that Tigerair has reaffirmed its commitment to the A320 Family with this important new order,” said John Leahy, Airbus Chief Operating Officer, Customers. “This order once again highlights the unbeatable operating economics offered by our single aisle product line for airlines from both the low cost and full service markets.” Tigerair, established in 2004, comprises three airlines - Tigerair Singapore, Tigerair Mandala (Indonesia) and Tigerair Australia. Collectively, its network extends to over 50 destinations across 14 countries in the Asia-Pacific. The group currently operates an all-Airbus fleet of 48 A320-family aircraft, averaging less than three years of age. The A320 Family is the world’s bestselling single-aisle aircraft with more than 10,200 orders to date and over 6,000 aircraft delivered. The latest version A320neo will enter service in 2015 and incorporates new engines and “Sharklet” wing tip devices, which together deliver up to 15 per cent in fuel savings. As at the end of February 2014, firm orders for the NEO stood at 2,667 from 50 customers around the globe. May - August
o accommodate growing demand in Asia, Jet Aviation has cut the ribbons to its expanded hangar facility at Seletar Aerospace Park. The new maintenance hangar sits alongside the current maintenance and FBO operations. The existing hangar has been integrated into the new hangar, bringing total hangar space to 9,380 sq m (100,965 sq ft) and has storeys. Facilities include: 4,060 sq m (43,701 sq ft) of office space, battery, tyre and sheet metal back shops. A state-of-the-art upholstery and woodworking area. Two paint spray booths to enhance its full interior refurbishment capabilities. The new 24m-high hangar has direct access to the tarmac and accommodates aircraft such as the Boeing Business Jet (BBJ) and Airbus Corporate Jet (ACJ). Up to five Gulfstream G650 or five Bombardier Global Express 7000 aircraft can be parked inside. Construction of the new hangar, managed by Aircraft Support Industries (ASI) under a design/build contract, began in May 2013. ASI said the arch of the roof establishes a solid load- bearing roof to which the remaining building structure can be affixed and clad. The new facility also incorporates Jet Aviation Singapore’s current maintenance and FBO operations.
by Prof. Dr.-Ing. Peter Middendorf, Director Institute of Aircraft Design, University Stuttgart
aerospace AND automotive applications
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omposites in general and especially carbon fibre reinforced polymers (CFRP) have been in use in aerospace for decades. This is due to lightweight design requirements for increased flight performance as well as reduction of operating costs, which usually balance the upfront investment in more expensive material and process technologies. Therefore, material performance is the key factor so that mainly high-end pre-preg systems are used. With respect to civil transport aircraft it can be expected that the share of CFRP has already reached its maximum, accounting for about 50 per cent of an airframeâ€™s total weight for long range aircraft such as the Boeing 787 or Airbus A350XWB. The next challenge is to apply the technology to short-range aircraft such as the Boeing 737 or Airbus A320 successors as the split of operating costs as well as the production sizes are significantly different, in comparison to longrange aircraft. This difference results in new requirements for high volume and lower cost composite technologies.
TOP: Composite evolution in Aerospace (Boeing + Airbus) BELOW: BMW i3, Carbon composite life module
AUTOMOTIVE The comparative situation for automotive application is slightly different. Key drivers for composite lightweight design are much more due to upcoming governmental regulations and society needs that require more efficient cars for the near future that consume less fuel and low emissions. So far, composite technology is only established in niche cars but the step to high volume automotive applications is very high. 14
Low cost material systems have to be developed as well as structural concepts for car bodies and automated manufacturing technologies. Repair and recycling are other important topics. As a first steps towards high volume production of a composite car, BMW will start with the model i3 and other makers like Audi in Daimler will follow soon. Whilst BMW is using a full composite concept for the live-module, others will focus on hybrid structures on body-in-white or component level. State of the art for all processes is the high pressure RTMTechnology based on textile preforms (mainly non-crimp fabrics) and epoxy resins. Less than ten minutes cycle time are realistic, based on existing materials and processes but latest developments promise significant improvements with cycle times around 3 minutes. Also, other technologies based on thermoplastic matrix systems offer a very high potential and it can be expected that there will be a big variety of materials, structural concepts and processes in the car industry in the future. Aerospace Singapore
Nevertheless big steps forward are needed in efficiency improvements along the whole process chain and material and process costs have to be cut down significantly. Even though both sectors have different application requirements, there is an enormous potential for collaboration. The automotive sector will profit from the vast experience of aerospace and vice versa, aerospace should benefit from new material and process developments of low-cost and high-volume technologies.
Materials The key element for light-weight composite structures is carbon fibre. Whilst aerospace is focusing on traditional high performing 3-12k rovings with respective qualification standard (â€œaerospace gradeâ€?), the trend for automotive applications is for lower costs. There are three ways to reach this: Go for thicker rovings (48k, 50k or higher) Improve efficiency of the production process Use new precursors like lignine or cellulosis instead of PAN.
The first approach is already established but it needs adapted textile pre-forming processes and braiding is, for example, not possible
Phot o: Coriolis Composi
es T ech
with rovings being thicker than 24k and it leads tendentially to a lower performance. The second approach is in development. Laser heating or microwaves are promising technologies to reach the high temperatures needed and to replace the big and not so efficient ovens. The third approach is a long term development because performance of the fibres is still far away from values needed for significant lightweight design. Interestingly, more and more carbon fibre manufacturers are on the market. Besides the dominant Japanese companies, Zoltek in the US, SGL Carbon in Germany, DOW-Aksa in Turkey and several companies in China and South Korea are the new players. Middle Eastern companies may follow. On the matrix side, especially in the field of epoxy resins, there have been very interesting developments. On the automotive side, so-called snap-cure resins promise a curing time in the range of two minutes. PU-resins will also play a role in some applications. On the other hand, thermoplastic matrix systems will become very important but here the material science is not so significant. Process technology is the key for future applications. For aerospace, the focus is on toughened epoxy prepreg systems, providing an improved damage tolerance in combination with high stiffness and strength properties. Future developments are in the direction of matrix functionalisation for enhanced electrical conductivity, mechanical properties as well as fire resistance using filler materials on micro and nano scale. Thermoplastic matrix applications in aerospace are very limited, mainly due to PEEK systems for leading edges, due to elevated temperature requirements.
Processes State-of-the art process for aerospace is prepreg with different automation and complexity levels, ranging from handlay-up over Automated Fibre Placement (AFP) to Automated Tape Laying (ATL) technology with subsequent autoclave curing. The most advanced is probably AFP applied on the new Airbus A350XWB. Textile pre-forming combined with out-of-autoclave liquid composite
ABOVE: AFP lay-up of composite shell BELOW: Automated Fibre Placement head
moulding (LCM) is today still under-represented even though significant developmental efforts are being made in this direction for next generation airframe structures. In automotive there are two process families in the future: advanced RTM technologies and thermoplastic technologies. RTM technology will benefit from the development of ultra-fast resin systems, new pre-forming technologies based, for example, on robot-assisted roving-to-pre-form processes or braiding with heavy tows and in-situ process monitoring systems allowing for more efficient processes. Two-minute cycle time is realistic in the next few years. Thermoplastic technologies will benefit from the development of low cost uni-directional pre-consolidated carbon fibre tapes and automated placement technologies combining conventional polymer blanks with local reinforcements to tailored blanks. These can be consolidated and post-formed in a combined step with injection molding technologies to form complex
Photo: Coriolis Composites Technologies SAS
May - August
FEATURE shaped parts. The possibility of welding is another big advantage of thermoplastic technology. Which technology will finally be the one of choice depends on the geometries and the required production number. In both cases process chains from the roving over the pre-forming technology to the injection or consolidation are mandatory.
Design and Calculation Very important is the continuous improvement of engineering design concepts taking loads, geometries, production number and process technology into account to get rid of the black-metal design. This has to
be accompanied by the development of simulation tool chains for process simulation (draping, injection and curing) and structural simulation (static, fatigue, impact, crash). In this discipline there is probably the most significant commonality of aerospace and automotive industries. For aerospace, the demanding certification procedure is often the driving factor. Therefore a conservative design approach is mandatory which leads to a design for mainly static requirements and no further fatigue substantiation. Crash
requirements are in comparison to automotive rather moderate, but more important is the high velocity impact in flight as well as general damage tolerance requirements. Most challenging for automotive applications of CFRP is still the crash simulation, not only regarding numerical methods but also with input data for the material models. Furthermore, issues like contact corrosion and different thermal expansion coefficients have to be considered for multi-material concepts.
In service behaviour Composite structures show quite different damage behaviour
compared to metals. There are no plastic deformations after an impact, but delamination can occur without visible damages. This has to be considered by a damage tolerant design of the structures. For non-destructive inspection there are technologies like ultrasonics and thermography available from aerospace experience. For automotive, these methods have to be adapted to the specific industry and market needs. Long-term health-monitoring systems may be applied â€“ 16
integrated sensors for example based on hollow glass fibres or piezo ceramics are integrated in the composite structures and report damages. Repair methods can also be adapted from aerospace to automotive needs, especially regarding the recently developed robot assisted automated repair methods. The replacement of damaged structures and integration of spare parts is a promising and probably more cost efficient way. BELOW: Virtual simulation chain for composites
Recycling Recycling is due to the long product life and comparably lower volumes which is not a critical issue for aerospace. Due to governmental regulations this situation is totally different for automotive. With respect to potential technologies, pyrolysis is most promising and already in use on the prototype level. Further developments are in the process to increase properties of the fibres after recycling by optimising the recycling process. Parallel technologies have to be developed to produce valuable pre-forms based on the recycled carbon fibres. The reduction of production scrap is still the most efficient way by applying near-net shape preforming technologies.
material performance is the key factor so that mainly high-end pre-prey systems are used
By Andreas Erber
CFRP: the new wonder material The SGL Group, based in Meitingen Germany, is a specialist in the field of carbon fibre reinforced polymers (CFRP). This overview is by one of its specialist, Andreas Erber. May - August
n the future, lightweight design will become more important for ecological and sustainable mobility due to the shortage of resources, especially fossil fuels. Therefore, new design concepts and high performance materials like carbon fibre reinforced polymers (CFRP) are required. In addition to the ecological challenges, economic constraints of global markets must also be taken into account. Especially when it comes to mass production, there is still a high demand on cost efficient materials to enable profitability.
InFOCUS Advanced fibre reinforced polymer composites are experiencing rapid growth and is the material of choice in many aircraft, wind energy and automotive applications. Their potential in other fields, such as for turbine blades, sports equipment and advanced mechanical applications have also been demonstrated. These materials have many advantages, such as high stiffness and strength-to-weight ratios, resistance to fatigue and impact tolerance, and potential for parts integration and optimal design via tailoring of fibre orientations and lay-ups.
Carbon fibre reinforced thermoplastics
90o Bending Strength [MPa]
150 Fiber Volume Content: 50% Matrix: Nylon 6
Customized Sizing for Thermoplastics
Due to their capability for fast manufacturing processes, thermoplastics can be the solution for the described challenges and beyond that, this material offers sustainable recycling possibilities. In order to produce lightweight optimised structural parts, it is necessary to have a comprehensive material portfolio based on thermoplstics. This paper shows some of the development activities of the SGL Group in the field of thermoplastics along the value chain. It is argued that a customised sizing technology is a pre-condition in order to generate a high performance composite. In addition, this paper details the spreading technology for dry manufacturing technologies like braiding.
SGL has the Nylon 6 (Polyamide 6) for moderate temperature applications. For higher temperature matrices like PPS or PES are the materials of choice. It can be seen by the image on the top (standard sizing) that there is poor adhesion of the fibres to the matrix. In contrast, the carbon fibres with thermoplastic compatible sizing show a very good fibrematrix interaction. After breakage of the test specimen, matrix material adherence to the fibres can be seen. The advanced fibre-matrix interaction can also be seen in the mechanical properties of Unidirectional laminates. In a 90° bending test, a bending strength of more than 100 MPa can be achieved by the CFRP with thermoplastic compatible carbon fibre reinforcement. Compared to the CFRP with standard carbon fibres this is a performance increase of more than 100%.
Customised sizing technologies
Carbon fibre spreading
SGL Group has a comprehensive research and development programme on customised sizing technologies in order to have optimised fibre polymers. Within the thermoplastic material class,
Weight reduction and cost-effective use were the main motivation to spread high performance carbon fibres. Thin layers within a stacked laminate improve the mechanical performance of the 18
LEFT: Performance of Sigrafil® C30 T050 carbon fiber with different sizings  RIGHT: Carbon fiber with standard sizing in Nylon 6 matrix; Carbon fiber with thermoplastic compatible TPC sizing
composite. Beyond that, a facilitated impregnation, crucial for matrices applied at higher viscosities such as molten thermoplastics, can be realised by spreading carbon fibres. Spreaded carbon fibres with a low areal weight have a short impregnation length in the direction of the material thickness. This enables a fast and cost effective impregnation process. The cost-effectiveness can be further optimised when heavy tow fibres, such as 50k fibres can be used and spread to sufficiently low areal weights. The spreading behaviour of carbon fibres is dependent on various properties and conditions of the fibre. Besides the raw material, the yarn count and the sizing are significant for spreading. Therefore, different sizing levels and arrangement on the surface of a fibre are important. The cohesion between single filaments in a fibre bundle also influences spreading behaviour. Ideally, spreading should take place tension-free, thus creating minimal damage to the fibres with low cohesion being the only thing to work against. In addition to that, the high parallelism of the single
filaments within the roving should be preserved throughout the entire spreading process in order to get the highest performance out of the material in a structural application.  The following technologies, methods and processes are known within the composite and textile industry in order to spread a carbon multi-filament yarn. Mechanical-static methods (see also Figure 2) Pneumatic methods Vibration based technologies Hydraulic processes Acoustic methods Electrostatic methods By applying advanced fibre guidance elements and winding technologies in combination with the right spreading technologies it is feasible to spread a heavy tow carbon fibre (50k) to an aerial weight less than 100 g/m²
Textile Pre-forming Technologies versus Pre-impregnated Materials Modern braiding technology for composite applications goes back to traditional textile techniques. Even state-of-the-art machines combined with six-axis industrial robots, shown in Figure 3, use technical principles found in traditional machines. The spools are moved by horn gears in sinusoidal tracks; one fibre system moves clockwise while the other, in the opposite. The counter rotating bobbins and fibres intertwine and shape a closed textile at the braiding point.  In a near net shape preforming process a mandrel is manipulated through the braiding ring. Thus the braided textile is deposited directly on the mandrel. For thick and layered pre-forms this process can be repeated several times. Currently, braiding technology in composites is used in the automotive and aerospace
The schematic diagram of the spreading technique with mechanical static elements 
industries, with dry yarn systems. Liquid Resin Infusion methods must be used in a separate manufacturing process to infiltrate the textile preform by the polymer. This additional step within the manufacturing process chain leads to higher production costs. Currently the SGL Group has different pre-impregnated yarns like
thermoplastic uni-directional tapes which are capable for the braiding processes, see figure 4.
Conclusion The advanced fibre-matrix interaction can also be seen in the mechanical properties of Unidirectional laminates (see figure 1 on the left side). In a 90° bending test, a bending strength of more than 100 MPa can be achieved by the CFRP with thermoplastic compatible carbon fibre reinforcement. Compared to the CFRP with standard carbon fibres this is a performance increase of more than 100%. Acknowledgement University Stuttgart; Institute for Aircraft Design (IFB): Figure 4; braiding machine Literature  A. Erber, S. Spitko; “Customised Sizing Solutions for Carbon Fibre reinforced Polymers”; I.C.S. Conference; March 2014; Paris  H. Gommel, N.P. Zschoerper, A. Erber; “Overview of Spreading Technologies and the Effect on Impregnation Processes”; 13th AUTEX World Textile Conference; May 2013; Dresden  KSL Sondermaschinenbau GmbH: Vorrichtung zum Aufspreizen eines Faserstranges, patent DE102006047184, 2006-10-05  A. Erber, K. Drechsler; “Damage Tolerant Drive Shafts with Integrated CFRP Flanges“; SAMPE Seattle Conference 2010  A. Erber; “Material Innovations and Design Concepts for Thermoplastic Composites”; 4th International Congress Automotive Composites; December 2013;
ABOVE: Industrial Braider with six-axis robot BELOW: Horngear and carrier Source: University Stuttgart
Thermoplastic unidirectional Consolidated Braid based on Tapes (low) 
May - August
PROF. DR.-ING. KLAUS DRECHSLER (DIRECTOR OF THE INSTITUTE FOR CARBON COMPOSITES, AT TECHNISCHE UNIVERSITÄT MÜNCHEN) and DR. FLORIAN DOETZER (MANAGING DIRECTOR, COMPOSITE CLUSTER SINGAPORE)
Trends in high-performance composites
High-performance composite technologies have seen a sharp increase in innovation and research and development (R&D) in recent years, driven by two major industrial developments: the decision to use composites for primary structures of large airliners and the introduction in mass market automobiles.
I BELOW: Airline fleet growth Asia-Pacific Source: Airbus
n addition to these key industries, fibre composite materials have been used in substantial amounts in wind energy and sports industry - one of the earliest adopters of high-performance composite material. However, manufacturing remains largely manual in both industries. Regulation and quality requirements are significantly less than in aerospace. The lower volumes, high quality standards and certification requirements in Aerospace & Defense are reflected in the numbers: with around 18% of the total quantity of carbon fibers consumed globally, it accounts for roughly 40% of the value of global sales, whereas the wind energy sector generates only approx. 13% of global revenues with 23% of carbon fiber consumption. Looking at the Aviation sector, passenger air traffic is doubling every 15 years and Asia-Pacific leads world traffic with 29 per cent of passenger traffic. MRO Services will
# A/C 12000 10000 8000 6000
20-year fleet growth 4.5% p.a.
4000 2000 0
May - August
STRUCTURAL REPAIR MANHOURS Annual Average â€˘ Aircraft 16-24 Years of Age MD-11
3000 STRUCTURAL REPAIR MHRS PER YEAR PER AIRCRAFT
grow similarly. Airlines typically spend 10 to 15 per cent of their operating costs on MRO, with an estimated volume of US$15 billion in 2013 for South-east Asia and the Pacific alone. This market is projected to grow annually by 5.8 per cent, reaching over US$27 billion in 2024. However, new large aircraft that are made of a growing share of composites, are estimated with a significant -- some sources mention more than 75 per cent -- reduction in annual structural repair costs. While the large volume of metal aircrafts in service will mask this fact for coming years, those MRO organisations that donâ€™t build up composites capabilities in time will inevitably suffer losses in the long run.
ABOVE: Manhours for structural repair Source: TeamSAI
Technologies Technologies have spurred research and development of materials, procedures, machines and techniques with the objectives to lower price and raise serial production capabilities, while pushing quality and process control to highest standards. Looking at the cost composition of composite components, one major factor is processing cost and another is the cost of raw materials. To reduce the final part price, automation and advanced pre-forming methods have significantly reduced overall processing cost, while at the same time they increased process assurance. Raw materials such as carbon fibres, do not have a large potential for price reduction, since they are tagged to energy prices. But advanced pre-forming methods can produce near net shapes, thereby reducing scrap and waste material. Another direction to increase cost effectiveness is the integration of process steps. In the best case, even complex composite
RIGHT: Advanced composites processes
components may be manufactured in a one-shot process, including load carrying structures, fixtures and joints and even surface treatment / coating in comparison to joining several smaller parts and then process for further treatment. Another aspect of this integration is multi-functionality, where composite parts are optimised according to more than one metric. For instance, in addition to structural aspects, also noise, electrical conductivity, etc. can be design criteria for certain parts. In addition, major improvements have been achieved with thermoplastic materials or fastcuring techniques that reduce 22
turnaround times significantly. Breakthroughs in related technology fields have led to further advances of integrated composite parts. For instance, laser technologies provide substantial advantages with thermoplastic composites or sensor technologies allow composite components to become functional parts, by integrating sensors during production
MRO Repair methods are bound to evolve from metal-on-composite types to full composite repairs. A number of challenges require special attention and training, such as different thermal coefficients, restoring
and practice - often in addition to equipment needed for operations. Additionally, new facility requirements for clean rooms, equipment, autoclaves, freezers, etc. result in a larger footprint, humidity and temperature control -- especially in tropical environments -- and special ventilation and filtering. Since these facilities are usually incompatible with existing sheet metal facilities, this again means additional efforts, further slowing down the inevitable adoption of composites capabilities. Incidents such as bird strikes, jacking incidents and ground handling will demand difficult repairs with procedures that have to be worked out with aircraft manufacturers. A recent example is the Ethiopian Airlines 787, where its ELTs have caused a fire and damaged the fuselage in front of the tail section, a structurally critical area. Aircraft manufacturers will need to control the risks and challenges associated with these new technologies and their challenge will be finding suitable MRO partners with strong capabilities in composites. Especially for Singapore, this opens up significant opportunities, given its competitive advantage in the ASEAN region when it comes to the quality of manpower development, infrastructure, government support and resident aerospace industry.
conductivity for lightning protection, galvanic corrosion issues and generally, a higher process sensitivity when working with composites. Composites require MRO capabilities in engineering, production, training and certification, such as damage detection, access to approved data, repair design capabilities, special composites training for MRO technicians and internal QA for complex composite repairs. It should be noted that composite repair training is intensive and time consuming, requiring typically two to three weeks for an advanced repair class. Expensive tooling and equipment is required for instruction
ABOVE: One shot thermoplastic component COLLISION ON GROUND
Source: Krauss Maffei
LEFT: Examples composites repair Source: Lufthansa Technik
Training A significant factor for the development of the aforementioned capabilities is manpower development. MRO in Asia-Pacific will require more than 100,000 technicians, including around 20,000 - 30,000 licensed aircraft engineers in the next 10 years. The availability of experienced personnel is a huge challenge today and unlikely to become easier in the future. As a result, training will need to grow by approximately 50 per cent in Asia-Pacific to provide sufficient personnel for the expected fleet growth. Composites training will need to grow even faster, starting from a very low number of trained experts in the region. This demand will become an opportunity for countries that embrace it and nurture a highlyskilled labour market. Providing a consistent education and training concept -- that addresses the whole range from young talents as well as experienced experts and decision makers -- in combination with a technology driven ecosystem will be key to become a leading player.
MRO organisations that don’t build up composites capabilities in time will inevitably suffer losses in the long run.
May - August
INPROFILE Having worked in global support, Derek Sharples brings with him a wealth of international experience.
Global experience under his belt Meet Derek Sharples, Managing Director, Airbus Helicopters Southeast Asia. He is certainly well travelled as he has held senior positions in global support and services for all Airbus Helicopters military and commercial rotary wing aircraft.
e was responsible for global support and services for all Airbus Helicopters military and commercial helicopters. In this role, he was accountable for the global strategy and day-to-day operations of the spares and logistics operations, maintenance, repair and overhaul (MRO) facilities and the pilot and technician training centres. He was also responsible for delivery of all technical support, flight operations and maintenance publications as well as company support, service expansion strategy, bid proposals and contract implementation. After his role at Airbus Helicopters SAS, he assumed responsibility for leading the EC225 task force for fleet recovery in 2013. From 1992 to 2007, he worked for AIRBUS S.A.S., Toulouse, France, the manufacturer of large civil aircraft, in a variety of sales, marketing and corporate roles. Before Airbus, Sharples was a Royal Navy helicopter pilot instructor and maintenance test pilot. Sharples is a Graduate in Aeronautical Engineering, (First Class Honours) and has
a Master of Business Administration from the Cranfield School of Management. He is a licensed EASA commercial airplane and helicopter pilot and flying instructor and a Fellow of the Royal Aeronautical Society (FRAeS). In 2005 he was awarded the Naval Reserve Forces Decoration. He holds the military rank of Commander, Royal Navy. Prior to your present posting, you were Executive Vice President, Support and Services at Airbus Helicopters SAS in France. Can you let us have an account of the key differences in job scope of the two positions and what glaring challenges you face now which you did not have previously? In fact the two positions are similar. In both cases I am accountable for delivering new business and generating customer satisfaction for both civil and military Airbus helicopter operators. My previous position was more focused on Europe and the USA whereas here, I am focused on Southeast Asia. The organisation is smaller here in Singapore, having about 200 staff
May - August
Which do you like better, flying a fixed wing or rotary wing? Definitely helicopters. I first flew in a helicopter when I was 14. I was amazed at its ability to fly not only forwards but left and right and even backwards; something not even birds can do. I have been a licensed pilot since I was 16, and have flown every year since then. The wonder and excitement that I experienced as a teenager is still with me today.
ABOVE: Airbus Helicopters houses about 200 staff trained to grow the business in emerging regional markets. RIGHT: With many responsibilities as Senior Manager, Leo’s hands are full.
whereas in the past I had more that 2,500 staff reporting to me. In both jobs I have full profitand-loss responsibility. The major challenges are growing the business in the emerging regional markets, establishing our presence by opening new service centres and sales offices and finding experienced local staff and keeping them. What are your immediate priorities? Airbus Helicopters customers deserve great products with the best new technologies. Once we have delivered new helicopters, our priority is to ensure that they always remain fully serviceable and well maintained. This means ensuring that we can provide readily available spare parts and on-site technical staff to help quickly solve technical problems and assist with maintenance planning. So our immediate priority is ensuring that we keep the customer flying. You are very qualified pilot, do you miss being behind the joystick? Piloting a company is as equally challenging as piloting an aircraft. It requires focus, coordination and a good team spirit. Many of the skills are transferable. I keep my licences valid by flying at the weekends at Seletar. By doing so, I don’t miss being behind the joystick – at least not too often!
What is the EC225 task force for fleet recovery in 2013? The task force was set up after two EC225 helicopters performed controlled ditching in the North Sea in two separate incidents, in May and October 2012. While there were no casualties resulting from the incidents, it was urgent that Airbus Helicopters identify the root cause of the two ditchings, to ensure the safety of all who operate this aircraft.
My previous position was more focused on Europe and the USA whereas here, I am focused on South-east Asia.
The priorities of the task force were to ensure a thorough investigation in order for operators to resume safe operation of their EC225 fleet, as well as to maintain close co-operation and communication with stakeholders, including authorities such as AAIB and EASA, operators, customers and the affected community, including people who have to travel in our helicopters and their family members. I’m happy to say that the technical problems have been fully understood, enabling the full return to service of EC225s worldwide since July last year.
The expert on airworthiness and design assurance Leo Jeoh is Senior Manager of the Design Office at Airbus Helicopters in Singapore. He has much on his hands as he is responsible for the development, planning and control of the airworthiness and design assurance functions in Airbus Helicopters Southeast Asia Design Organisation. His main responsibilities are: Developing and maintaining processes and procedures for the Design Assurance System and ensuring that it enables the Design Organisation to fully carry out its functions in accordance with the requirements of the airworthiness authorities. Ensuring that the designs of aircraft customisations, upgrades, repairs, and tools created by the Design Office comply with airworthiness requirements and meet customer requirements. Reviewing all technical data and declaring that designs are in compliance with applicable airworthiness requirements to obtain the approval of modifications and repairs. Overseeing all staff activities and training within the Design Office to ensure that activities and crew qualifications are in accordance with requirements and procedures stipulated in the Design Organisation Handbook, and any other requirements stipulated by the airworthiness authority.
You are responsible for developing and maintaining processes and procedures for the Design Assurance System and ensuring that it enables the Design Organisation to fully carry out its functions in accordance with the requirements of the Airworthiness Authorities.
Please explain the workings of the Design Assurance System. What parts does it play within the organisation and how does it contribute to the workings of the MRO aspects of the company? What is the Design Organisation?
How do you work with the airworthiness authorities to achieve your goals?
Does working in a rotary wing environment make it any easier/more difficult when dealing the authorities?
Airbus Helicopters Southeast Asia (AHSA) Design Organisation is a functional organisation officially formed in 2009 to provide professional, cost-effective, and reactive design, test, and certification of products and modifications, and to ensure the continuing airworthiness of these designs. It allows us to supplement our AHSA MRO business to offer aircraft customisations and upgrades. Having a design organisation also allows AHSA to have a faster turn-around time for the design of structural repairs that may not be covered in aircraft repair manuals as opposed to having to revert to the mother company in France and Germany.
The AHSA Design Organisation holds a Design Organisation Approval from the Civil Aviation Authority of Singapore (CAAS), and has also developed design changes approved by the European Aviation Safety Agency and the US Federal Aviation Administration. In so doing, we have a close relationship with the agencies in the development of certification plans, discussing means of regulatory compliances, and obtaining modification approvals. In Singapore, rotary-wing design activities are not as prevalent as similar businesses for commercial airliners and it is evident that the experiences and processes of the authorities have been structured around the commercial airlines business. However, we have seen the CAAS taking it upon themselves to provide an environment to promote Singapore as the choice location for the growth of design engineering in all fields, including rotary-wing. They have been very instrumental since our inception in taking steps to ensure our infrastructure, manpower, and regulatory needs to grow our rotary-wing engineering businesses. You ensure that the designs of aircraft customisations, 28
ABOVE: The facility undertakes reactive design, test and certification of products and modifications.
upgrades, repairs, and tools created by the Design Office comply with airworthiness requirements and meet customer requirements.
How do you coordinate the above between the airworthiness authorities and your customers? What are some of the difficulties you face in terms of the designs of aircraft customisations, upgrades, repairs, and tools?
To-date, we are fortunate that our customers have not asked for anything which cannot be delivered within the boundaries of the airworthiness regulations. This is in-part due to the profiles of the customers and also about managing customer expectations accordingly. That being said, there have been changes in the regulations applicable to helicopters, especially in the frame of the International Helicopter Safety Team initiative where the target has been to significantly reduce helicopter accident rates. We have observed some changes and refinements in airworthiness regulations, and
more-so with regard to the interpretation of such regulations. With these developments, we cannot automatically assume that similar designs or jobs done in the past would be acceptable in today’s paradigm. The difficulty then is in ensuring that we are well aware of the various “currents” in the regulatory environment, and in anticipating possible issues that may arise during the certification of designs. Reviewing all technical data and declaring that designs are in compliance with applicable airworthiness requirements in order to obtain the approval of modifications and repairs.
In a typical scenario how long does it take to review all technical data and the declarations needed to obtain approval? Which is more difficult, obtaining approval for modifications or repairs?
A typical design project could run from anywhere as little as one month and up to six months, depending on the scope. Where applications to authorities may be required, it is also necessary to account for the time required for the authorities to review and approve our data. The time required by authorities varies, but could be up to six months. Our experiences related to obtaining approvals from authorities are with regard to the approval of modifications and not repairs, hence unfortunately we can’t make a comparison here. Overseeing all staff activities and training within the Design Office to ensure that activities and crew qualifications are in accordance with requirements
Before joining Airbus Helicopters, I served in the Republic of Singapore Air Force as an engineering officer and began my career in the Air Force overseeing non-destructive inspection and structural repairs on helicopters, which included composites – especially for rotor-blades and certain engine cowlings. The time served in that appointment, along with training conducted with various helicopter OEMs through the Air Force provided me with the practical and analytical knowledge needed to design, fabricate, and test composite materials. Airbus Helicopters is a leader in the use of composites in rotary-wing and there are
and procedures stipulated in the Design Organisation Handbook, and any other requirements stipulated by the airworthiness authority.
What training do you provide to equip staff to meet the requirements stipulated in the handbook? What is the length of time of the training? ?
A design engineer is expected to engage in design conceptualisation, documentation, and certification. Each requires specific skills which must be picked up; for example, in design documentation, design engineers must be familiar with engineering drafting and computer-aided design, whereas in certification, they must be familiar with structural, electrical, environmental, and even weight and balance analysis. The process and procedures governing such activities are taught at the onset through briefings, followed by experiential training. It is expected that a fresh graduate would be able to function as a design engineer within half a year.
A typical design project could run from anywhere as little as one month and up to six months, depending on the scope of the project.
many examples, such as the NH90 with an 85 per cent composite structure, composite tail-boom on the EC145 T2, and composite rotor-blades. Hence it is only natural for our AHSA design organisation to adopt the use of these materials in our designs as well. We have yet to complete the adoption of composite materials into our designs, but this is currently being explored for the design of tertiary structures (e.g. fairings and covers) and involves ensuring that our designers have the necessary tools to properly design and analyse composite parts and assemblies. Fiberglass, carbon, and aramid composites are used throughout Airbus Helicopters and our design organisation would adopt the practices established by our mother company in the design, production, and certification of such parts including the criteria for the selection of suitable local manufacturers for such parts.
As you are a specialist on composites for rotary wing aircraft, can you shed light on the differences between composites used for fixed wing versus rotary wing? What are the most commonly used materials in your line of work?
How are these materials manufactured and where?
What are the latest trends in composites used in helicopters?
May - August
Text and Photos by Rosemarie John (www.travelandbeyond.org)
Tramming through Istanbul in 12 HourS
Istanbul is a city that cannot be experienced in a dayâ€Ś. But for those who have a brief stopover and have already witnessed the rich heritage of Sultanahmet, the guide below is an alternative way to experience this vibrant city.
MAIN: The Dolmabahçe Mosque, completed in 1855 by architect Garabet Balyan.
t’s 8am and outside your hotel window, you see monuments, mosques, minarets, and churches, pebble paved streets, trams, people hurrying about and you are trying to absorb everything in. You may gasp in wonder, you may frown at traffic, you may have questions on your mind but all you think about is heading out and experiencing its amalgamation of culture, ancient history, scrumptious food and some of the friendliest people you will ever meet!
10am Start the day with tram ride to Eminönü to marvel at the beauty of the New Mosque and Galata Tower across the Golden Horn – a narrow freshwater estuary which snakes through the two European sides of the city and comes out at the Marmara Sea. Stroll around the open plaza in front of the New Mosque and the entrance to the Spice Bazaar to get your bearings. 10.30am A few photographic moments later, enter the Spice May - August
Bazaar (Mısır Çarşısı) also known as the Egyptian Bazaar. Constructed during the 1660s, the L-shaped shopping arcade is home to about 90 shops that sell spices, figs, Iranian saffron, walnuts, pistachios, apple tea and the famous Turkish Delight. You will also find copper pans, tulipshaped tea glasses, and ironically enough, Indian pashmina shawls. Bargaining skills is a must. (Open Monday to Saturday from 8am to 7pm, closed on Sunday).
AeroSTYLE 12.30pm Now back outside in the plaza, sample some traditional Istanbul street food like Simit, a crisp, ring-shaped, savoury roll covered with sesame seeds or Açma, a savoury soft bun that’s a bit oily and looks slightly like a doughnut. You will find these sold by push-cart vendors outside the bazaar or its nearby surroundings. Down these with hot Turkish black tea called Çay. 1pm Next, head to the nearby New Mosque (Yeni Camii), an Ottoman Imperial Mosque. Casting a massive shadow over the Spice Bazaar, the New Mosque boasts sixty-six domes and semi domes in a pyramidal arrangement. Construction
Cruise for a leisurely taste of the city that straddles two continents. Home to some of the most beautiful structures that boasts tranquil waterside gardens, mosques and landing jetties, the Bosphorus is considered the world’s narrowest strait used for international navigation. Select the Short Circle Bosphorus Cruise (Kısa Boğaz Turu) that takes you from Eminönü to Istinye and back. This cruise is great for people who are pressed for time but don’t want to miss a genuine Bosphorus experience. Try some Turkish coffee while on board. Tickets cost approximately 10 TL. (Available every day in summer from April 1st to October 31st).
5pm Once back at the docks, walk back to the tram station at Eminönü and take a ride to the next station across the Galata Bridge that You may gasp in wonder, spans 500 metres. you may frown at trafFIc, Alight at Karaköy. This ancient seaport is the you may have questions site of old Galata and it has been a commercial on your mind but all you hub for centuries. It think about is heading out is also home to the landmark Galata Tower. Take a slow walk up the hill with clear signage to guide your way. It is a rather of the Mosque began in 1597, steep climb so be prepared. You will commissioned by Sultan Mehmet find many local eateries and shops III’s mother, Valide Sultan Safiye. along the way. A slow walk would However, following the death of the take you approximately 30 minutes Sultan and several other setbacks, to reach the tower. it was left idle for many years until finally being completed in 1663. The 6pm Purchase a ticket and take beautiful interiors are worth a visit the lift up to the top. The cylindrical during non-prayer times. If you find yourself without a covering, there are Galata Tower (Galata Kulesi) with its conical cap rises high above all scarves on hand for female visitors other buildings on the east bank and plastic bags available for shoes. of the Golden Horn thus providing (Open daily from 7pm to dusk). a magnificent 360 degree view of Istanbul. Built by the Genoese in 2.30pm Cross the road and tram 1348, this stone tower was once lines and head to the ferry docks called the Tower of Christ. and board a two-hour Bosphorus 32
After the Ottoman conquest of Istanbul in 1453, the tower became a prison and naval depot. During the 19th century it was a fire lookout post in order to quickly detect frequent fire outbreaks in the city’s mainly wooden houses. The restaurant on the top floor has lovely cakes and a must try is their strawberry cheesecake. (Open daily from 9am to 8pm. Tickets cost approximately 10 TL). 7.30pm Walk down to the tram station at Karaköy and take the tram to Kabataş where you will change over to the Funicular that heads to the famous night spot of Taksim. It is here where you will find branded international designer wears and night clubs.
TOP: The Spice Bazaar is the second largest covered shopping complex after the Grand Bazaar. LEFT: The Kizilkayalar’s Wet Burger is a great grabto-go lunch or dinner! RIGHT: Taksim’s famous nostalgic tram.
8.30pm Your first stop once in Taksim is to stroll through Istiklal Caddesi (Independence Street), arguably Istanbul’s most famous street that houses multitude of shops, cafes, bars, art galleries, restaurants, cinemas, churches, synagogues and mosques. You will come across brands like H&M, Mango, Zara and many more that you will find back home and if you’ve had enough shopping, visit one of the largest Greek Orthodox churches in Istanbul called Aya Triada Kilisesi and photograph its façade as the church is only open during service. 9.30pm Hungry? A must try is the Kızılkayalar’s Wet Burger! These juicy mini-beef patties are doused by an oily, garlic-tomato based sauce before incubating in a glass-lined heater. It may not look like much but it tastes delicious. The restaurant is rather tiny and it is better to eat standing-up out front. Even the notable Anthony Bourdain has dined there. (Open 24 hours daily, the restaurant is located at Sıraselviler Caddesi 6, Taksim Square, Cost: 3 TL). May - August
10pm You can either call it a day and return to your hotel or party the night away in one of the many night clubs situated along the Istiklal-Tünel route. You can take the nostalgic tram that runs 3km between Istiklal Street, which starts at Taksim Square and ends at Tünel. Opposite the historic Tünel station is a maze of night-life hotspots just waiting to be discovered. Asmalimescit Street and the charming cobbled lanes running off it are packed with cafes, restaurants, meyhanes and bars, each with their own unique character. Make sure to try the local drink called Raki – an anise flavoured hard alcohol. Beware of nightclubs that do not list the prices of beverages on their menus.
TRAVEL TIPS For easy travel around Istanbul, purchase the Istanbul Kart which can be used on all trams, trains, funiculars, buses and ferries. It is in essence an allround public transportation boarding pass that provides a 10% discount over the normal fair. You can purchase this card at any major transit stops or even at small convenience stores. Just remember to top it up.
By Tristan Chan
The Gentleman’s Crown To make a polished impression, the tilt and lustre of your crowning glory could do with more care and consistency. We speak to Quester Ng, Chief Barber of We Need a Hero, on what it takes to have hair like a leading man, minus the fuss.
omewhere between the ever-changing styles of stylish, trendy men – from hipsters to punk/rebel to boho chic to the YUM (Young Urban Male) or metrosexuals -- picking the right hair product is a problematic and fickle affair. Somehow, caves, wrestling arenas and smokey bar-rooms got swapped for spas and modern men have opted for manicures, haircuts, massages and luxurious shaves. We have been transported from reluctant indifference to enthusiasm for e-commerce sites filled with gels, pastes, clays, sprays, and powders. Sounds crazy, but don’t imagine this is a transient fad, the hair-shaping habits of a civilised gentleman are not genetically programmed. Hair product knowledge is constantly developing and takes time to be indoctrinated. The newest kid on the block in groom rooms of Singapore is situated in Tiong Bahru, and is by courtesy of the Spa Esprit Group.We Need a Hero is essentially the male counterpart to the brand’s massively popular Strip and Browhaus concepts, an all-in-one space for men to get headto-toe treatments in a relaxed, comforting and manly space. All treatments are done in a comfortably stylish setting with a mix of raw steel and wood for that old-school mid-Western cowboy saloon feel. Coloured stripes inspired by Thom Browne add a modern touch. Hair cuts are administered by veteran scissorhands Quester Ng (he’s the ‘Chief Barber’) and Janice K (she’s the ‘Chief Barberess’) – both immaculately coiffured perfectionists wielding scissors, while an in-house team is
LEFT: Haircuts at We Need a Hero are carefully administered by Quester Ng, Chief Barber (pictured) and Janice K, Chief Barberess.
Hair Brained: DIY Tips responsible for a variety of shaves and trims for wild moustaches and beards ($15-$55). Strip’s hair removal pedigree is on full show too, with the same menu and services of waxing and IPL services for the body ($10 to $1,500) as well as newly-developed techniques for ears ($20) and nostrils ($20), served in two artfully decorated and swanky backrooms with treatment beds. For those looking for a bit of after-shave or cut care, there is also a small retail space with products by brands like Geo. F. Trumper, label.m and long-time Spa Esprit collaborator, Malin+Goetz. We speak to Quester, who doles out on what you should and should not be putting in your hair. What makes We Need a Hero treatments different/exclusive from other products and services on the market? We have a specially-developed massage techniques that enhance absorption of the treatment for best results. How can men keep their scalp healthy and hygienic? Use the right shampoo for your hair/scalp type. A shampoo that’s too harsh could end up drying your scalp and causing it to itch, while a shampoo that’s too hydrating may result in an oily scalp. Treating your
Product: Put it in your palm, and rub vigorously in your hands so that it smoothens and spreads out. Not too much or little: Just gently on the fingertips please. Front-to-back, back-to-front: Distribute it evenly for maximum effect, even in the back. Mind the blind spot: Going two or three shades darker could make you look seemingly less bald and a shorter length allows you to play tricks on light. Scissors better than clippers: It helps barbers to control and tailor your haircut to the face. Loyalty lasts: Next time at a salon, ask if you are using the right product. Ask if the cut is right for you.
scalp to a massage is also helpful in encouraging blood flow and stimulating your scalp. Hair that is subjected to too much sun can become brittle and dry, and people with thinning hair are more susceptible to scalp damage from sun exposure. The best way to avoid sun damage would be to wear a hat. What are the most common practices that clients do to sabotage the health of their scalp? Some men unknowingly use the wrong shampoo for their hair/scalp type as they think all shampoos serve the same purpose – to clean hair. As mentioned, a shampoo that’s too harsh could end up drying your scalp and causing it to itch, while a shampoo that’s too hydrating could cause an oily scalp. Applying the wrong technique when shampooing hair can also be detrimental to your scalp. Make sure to use your fingertips to gently massage the scalp and not your nails to scratch it. Do also make sure to cover the entire scalp when shampooing, and not just lather and rinse your hair, as the main function of shampoo is to clean your scalp to encourage healthy hair growth. How can men with long hair maintain it easily? Similarly, what can men with shorter cuts/styles do to ensure their scalp is not vulnerable to the environment? All men, those with long hair especially, shouldn’t leave out using conditioner as it helps keep hair hydrated and looking healthy. As mentioned, hair that is May - August
subjected to too much sun can become brittle and dry, and people with shorter hairstyles or thinning hair are more susceptible to scalp damage from sun exposure. The best way to avoid sun damage would be to wear a hat. What are some home remedies for the most common hair and scalp issues? Some common home remedies for scalp problems include massaging your scalp with pure aloe vera, or jojoba and tea tree oil, but there is no scientific evidence that these methods work. It is best to speak to your barber regarding any concerns you may have about your scalp/hair as they can offer professional advice. How can men choose the right hairstyle or hair length for their face shape, build or appearance? Consider the texture, density and growth pattern of your hair before deciding on your hairstyle. Your barber is the best person to advise you on what cut will work best for your face/ head shape, and the barbers at We Need A Hero are trained to provide consultations based on your lifestyle and hair type, before determining the best style for you. As a rule of thumb, more angular finishes look more masculine, and more rounded finishes tend to look more feminine.
By Tristan Chan
The Conceptual Coupe Tristan Chan unveils two sporty set of wheels that is sure to set the adrenalin pumping. The fourwheeler is by Mercedes Benz and the two-wheeler is from Lotus, its first foray into the segment.
Inspired by the Formula 1 cockpit, the red integral sports seats blend into the black flooring of the footwell to form a protective shell.
ith Asian automotive enthusiasts wanting a bigger share of the rugged yet robust, Mercedes plans to launch 13 new or refurbished models within the next two years, including a sedan and an SUV, to attract younger customers, the car-maker has said. Based on Mercedes’ recently-introduced modular MFA platform, the Vision Gran Turismo aims to sharpen its brand image and draw trendier clientele into its showrooms. Mercedes’ designers used the car’s digital status to their advantage, creating an extreme shape that looks other-worldly compared to most production cars. The traditional sports car proportions and measurements of its hood and rear deck are exaggerated to perfection, and the Vision Gran Turismo features a grille encrusted with LEDs. Overall, it looks like a futuristic version of one of Mercedes’ classic 1930s Silver Arrow grand prix cars, placed in a setting composed of sci-fi, adrenalinefuelled action and the outdoors. Noteworthy of mention is the model does look very sporty, with a large, aggressive front grille and a coupe shape that follows CLS design language – something that will appeal to the younger set, and will give the BMW 3-Series a run for the customers’ pocketbook. Although the car may exist only in the digital world of the Gran Turismo 6 video game, many of its design and engineering elements aspire to hint at the much hyped and soon-to-be released Mercedes Benz GT-AMG. In an interview with Car and Driver, Hubert Lee of Benz’s California design studio, who claims to be “not much of a gamer aside from racing games,” explained that while the virtual
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car is powered by AMG’s 577-hp, 5.5-litre twin-turbo V-8, the real-world concept has only an electric motor for short runs on auto-show catwalks. The interior is reportedly inspired by a Formula One car, with seats integrated into the floor and rear bulkhead for better crash protection. Instead of a dashboard, the Vision Gran Turismo has a floating glass panel above the steering wheel that displays all relevant information. Thankfully this is a concept, because a glass dash would never pass crash safety tests.
Design process of the Mercedes-Benz AMG Gran Turismo, for the new PlayStation® 3 racing game Gran Turismo® 6
Having the guts and the endurance to match the styling, the Vision Gran Turismo is the quickest oil-burning CLA. Proving to be more than performanceoriented, the vehicle is touted as the world’s most aerodynamic car, making cruising a strangely soothing affair. Also worth observing, the dual-clutch, seven-speed paddleshift gearbox makes it superbly agile for top trumps. Plus, this is a gearbox that makes it splendid for that opportunistic overtaking or highway slip-road charge.
The bike’s appearance is courtesy of designer Daniel Simon whose previous work includes Tron: Legacy’s Lightcycle and the Bubble Ship in Oblivion. If you’re wondering where that retro influence is from, he also designed a bunch of vehicles in the Captain America film as well. The C-01 isn’t just about good looks either, it’s a state-of-theart superbike with a body built from titanium, carbon fibre and aerospace quality steel. Apart from its fantasy film-futuristic video game appearance, the C-01 features an engine, which is draped underneath a carbon-fibre shell that sits neatly in a multi-layered frame comprising aerospace steel, titanium and carbon fibre. Behind that unique air intake, its v-twin engine is also distinctive for boasting 200bhp. There’s no word on performance but considering
Number One Dream Rider
otus has just unveiled its first motorcycle, the C-01 and while the name may not inspire your imagination, the bike itself certainly will. 38
its low-profile design and Lotus’s performance oriented history you can bet it’ll be blisteringly fast. To top it off, the C-01’s longwheel-base design and wider rubber at the back give it the look of a drag bike. It’s also wrapped in a John Player Special carbon livery, which instantly makes it cool. Not a fan? Don’t worry, a range of other legendary liveries that pay homage to Lotus’s heritage are also available.
By Tristan Chan
The Drink of Champions
Where brightly lit, hedonistic nightlife hubs such as Tokyo and Hong Kong or the underground enchantments of Manila and Bangkok, once stood at the vanguard of Asiaâ€™s cocktail culture, the tables are slowly shifting, with much of the region also turning to Singapore for innovations on the cocktail front.
ingapore is now an obligatory haven for those seeking something more than fast-paced guzzling; also, the city is becoming a transit and gathering point of alcohol ambassadors from major alcohol companies such as Pernod Ricard, Bacardi, Diageo, Moet-Hennessy and William Grants and Sons as well May - August
as visiting bar owners from many trendy overseas bars. According to the Wall Street Journal, refreshingly intimate, holein-the-wall cocktail bars are now the new hotspots where owners and bartenders aim to draw customers with the quality of their spirits; not with their ambience, flashy lights or the volume of their music.
Cocktails are nothing new in Singapore, but travellers still associate drinks with the “Singapore Sling” – a concoction created during colonial times, though most modern versions are pre-mixed and frightfully sweet on the taste-buds. Thankfully, Singapore’s cocktail bars have seen a much needed revamp that has since become part lavishness and part casual easiness. The rush in demand for bespoke cocktails also sees bolder, uniquely Singaporean flavours such as chilli crab, kaya and tau huay into bewildering and contented concoctions. Among the abundant pickings, one can look forward to savouring tropical-inspired twists such as the Pina Colada, which features a dash of Malaysian dessert staple gula melaka (palm sugar) with coconut and pineapple and the “Niwa” (Japanese for garden) that ingeniously melds gin, cherry tomatoes, pineapples and lychee liqueur. We speak to Michael Chua, co-founder of Rockustar Spirits, an independent spirits importer, on why and how cocktails have become an irresistible and much talked about craze.
What would you describe are the inspirations/influences of Rockustar selections? How do you curate or group your selections? Rockustar Spirits aims to provide variety in an industry long dominated by big brands and their practices. Ultimately, in such a setting, the consumer suffers from lack of choice and exposure. We want to provide choice, which was previously unavailable. The approach is two-fold: One is being in line with the cocktail renaissance taking place globally, and very much so in Singapore. This explains our disposition towards spirits like gin, rum and bourbon, which are classic key ingredients in cocktails. We also distribute a line of bitters, which are flavouring agents that are indispensable in cocktail making. The other is a heavy emphasis on quality. We usually prefer to pick spirits that shine in their own right, requiring only ice or perhaps only one other ingredient for enjoyment. These are spirits that we ourselves love. Our business is primarily wholesale, but we do reach consumers through our website rockustar.com, which has a selection of bar tools as well as spirits. This represents our other philosophy: that anyone can make perfect cocktails at home. Which wines or cocktail fixings do you recommend for someone to keep on hand at home? If one is starting from scratch, it would be best to avoid the traditional “you need one of each of these items” type of advice. You will probably end up with a bottle of cognac that remains unopened even after three years. Instead, start by buying the necessary ingredients to make your favourite drink. Let’s say that’s a Manhattan. A bottle or two of your favourite bourbon/rye whiskey, high-quality vermouth and bitters, are all that need to be on the shopping list. Then build on that
inventory, adding items as you expand your repertoire. Aside from spirits, I can’t put enough emphasis on quality glassware and ice. Solid crystal tumblers and large ice cubes provide a sensory experience that will increase enjoyment many-fold. Also, buy the best bar tools, such as shakers for shaking, mixing glasses for stirring or jiggers for measuring, that one can afford. Good bar tools last a lifetime and look great on the bar. Vodka is having a resurgence now. Are there cocktails you hope tag along? How about cocktails you hope take off in the following few years? I’m going to go out on a limb and say that rum is on the rise now. Rum is experiencing here what gin did about three years ago, when people started noticing small-batch producers, discovering different styled gins besides the traditional juniper based London Dry style, and paying a lot more attention to what bartenders were putting in their gin and tonics. I’m seeing a good deal of interest in rum now, sparked by the cocktail boom, independent importers and perhaps influence from the strong expatriate community. Years ago rum was something people associated with either cola, a minty cocktail, or a vile drink friends liked to buy on birthdays. But now there is variety, and people are lapping it up. It’s easy to see why. The sweeter nature of rum makes it a much more approachable brown spirit for beginners; and the sheer variety is enough to keep aficionados busy for years. Would you be able to comment on the following qualities as essential to savouring cocktails: 1 Conviviality: Are they best enjoyed at a party or in a gathering? There is no formula for this. An ‘old fashioned’ alone should be as enjoyable as a bowl of punch taken with friends.
2 Cocktail recipes: What drives inspiration to discovering new recipes and flavours? Geographic location. With craft bartending spreading to Asia, we’re seeing lots of local ingredients at play. Expect anything from pandan leaves to rojak flowers to Chinese herbs. Culinary influence. Savoury cocktails have made their way into many menus. It’s not uncommon to see bacon flavoured bourbon, which incidentally, goes really well with maple and chocolate. Umami is making an entrance in a big way too. Why ignore the fifth taste? Expect foods rich in glutamates, like ripe tomatoes, parmesan and soy sauce. 3 Cocktail making: What makes a cocktail taste distinct and memorable? Precision is crucial. That is only if you’ve already developed a recipe and intend to use it. Beyond following recipes closely, even two bartenders using a same generic recipe can produce two very different drinks. Swapping a brand of spirit for another will reveal the nuances. The variety of a fruit used in a recipe that calls for juices, can produce different results. An overacidic lime, for example, can totally throw off a recipe and will require some tweaking. Sugar syrups of different concentrations and egg whites, of different qualities, both eventually affect the texture (and appearance) of a drink. The size and temperature of the ice used to shake or stir determine the amount of dilution as water gets incorporated into the cocktail.
The Real Magic of Rum T
here is an excitement and understood element of adventure that comes with rum. As it comes from parts of the world with sunny weather and idyllic beaches, people like to associate imbibing it while being on holiday. In Asia, rum is enjoying a period of sustained year-onyear growth, with golden and dark rums seeing a newfound hankering. A cult drink with a presence that has surpassed other historical brands is the Ron Millonario XO Reserva Especial, which nabbed the Master Award at Rum Master 2012. This super-premium rum from Peru is derived from sugar cane molasses and matured in ageing barrels made of Slovakian oak. The distinctive brew is distilled in Scottish column stills and packaged in a woven-covered bottle. Ron Millonario prides itself on “bringing together old and modern techniques, and uniting art, science and tradition.” The Ron Millonario XO Reserva Especial has a good, rich brown caramel colour and a finish that is soft-bodied and round. With a nose of candied fruit, prunes, cocoa, coconut, and an enveloping palate of toffee, chocolate and sultanas, this is a drink that one can sip the entire day, or with a good cigar or aside a quality dark chocolate.
Safety and health seminar AAIS Annual Futsal Tournament 2014 The AAIS held its annual Futsal Tournament on March 22, 2014. This year saw the best turn-out in the tournamentâ€™s history: 23 teams from 16 organisations. The winners are: Team Champion Rolls-Royce 2 (Rolls-Royce Singapore Pte Ltd)
1st Runner-Up Team SIAEC (SIA Engineering Company Ltd) 2nd Runner-Up Team Liebherr (Liebherr-Singapore Pte Ltd)
Most Valuable Player Bruno Visoto (Embraer Asia Pacific Pte Ltd)
The AAIS organised the Workplace Safety and Health Legislation and Liabilities Seminar with partner, International Safety Resource Centre (ISRC), on December 9, 2013. The seminar, held at the AAIS AeroHub, was attended by 20 participants from 11 aerospace companies. It was conducted by Shahbudin Othman, an experienced HSE Consultant and Trainer for various industries. Shah had previously assisted the Ministry of Manpower in conducting investigations related to the marine, shipbuilding and ship repairing industries. With the rising cases of fatalities due to work-at-height accidents in Singapore, the session enabled participants to better understand their responsibilities as an employer regarding the safety and health of their employees. A detailed presentation of the Workplace Safety and Health Act included duties of all persons at workplaces, safety and health arrangements that is suitable for employees, the various offences under the Act and the penalties of these individual offences.Â
HOST Session @ Grand Park City Hall
The first HOST Session of 2014 was held on January 9, 2014 at the Beer Tavern at Grand Park City Hall. Guests were encouraged to mingle and network with each other in this relaxed and comfortable setting, complete with good food and great company. The evening started off with a welcome from Tin Ho, Second Vice President, AAIS, followed by a short presentation by Jordan Lee, Senior Sales Manager, Grand Park City Hall. The evening carried on with guests attending a tour of the hotel’s suites and grounds. A lucky draw session was conducted and three winners 3 walked away with food vouchers and hotel stays sponsored by Grand Park City Hall. More than 30 guests attended. 1. AAIS members took time to mingle and network with each other under the stars. 2. The gentlemen smiling for the camera. 3. Tin Ho, 2nd Vice President, AAIS presenting a Token of Appreciation to Jordon Lee, Senior Sales Manager, Grand Park City Hall.
Anti-Bribery Workshop with TRACE International TRACE International partnered the AAIS to hold a one-day anti-bribery training workshop at The Fullerton Hotel. More than 110 registrants comprising members of the business and compliance community based in Singapore and around the region attended. The workshop ended with a networking evening hosted by TRACE. A broad range of topics were covered, including: • What constitutes bribery under
international conventions, foreign laws (FCPA and the UK Bribery Act) and local law • How companies handle the difficult issue of anti-bribery third-party due diligence • Effective strategies for developing an anti-bribery compliance programme • Challenges posed by the proliferation of international anti-bribery conventions and recent anti-corruption enforcement actions in Asia
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• The cost of ignoring local and international anti-bribery laws: criminal penalties and business costs TRACE provides an end-to-end, cost-effective and practical solution for anti-bribery and third party compliance. TRACE International, the leading anti-bribery standard setting business association, pools resources to provide members with technologyenabled compliance tools and an expansive knowledge centre.
AAIS training calendar The Career & Professional Development (CPD) arm of the AAIS offers a spectrum of training and development programmes throughout the year. These range from general or soft-skill types to industry-specific certification courses.
AUGUST 2014 5th - 6th Aug
Root Cause Analysis (using Minitab)
21st - 22nd Aug
AS9100 Internal Auditor Course
12th - 13th Aug
Human Factors and Error Management
21st - 22nd Aug
ISO 14001;2004 Internal Auditor Training
18th - 19th Aug
OHSAS 18001:2007 Internal Auditor Training
25th - 26th Aug
ISO 9001:2008 Internal Auditor Training
18th - 21st Aug
IMR Test Lab - Metallurgy for the Non-Metallurgist
25th - 29th Aug
OHSAS 18001:2007 Lead Auditor Training
18th - 22nd Aug
ISO 9001:2008 Lead Auditor Training
25th - 29th Aug
ISO 14001;2004 Lead Auditor Training
Understanding & Implementing AS 9100:2009 QMS
FAR 145 Approved Training Programme â€“ Train the Trainer
SEPTEMBER 2014 18th - 19th Sep
AS9120:2009 - Internal Auditor Course
18th - 19th Sep
Introduction to Polymers and Polymer Failure Analysis
22nd - 23rd Sep
AS 9110 Rev B - Foundation Training
22nd - 23rd Sep
ISO 9001:2008 Internal Auditor Training
22nd - 26th Sep
AS 9100 Rev C Lead Auditor Training
25th - 26th Sep
ISO 14001;2004 Internal Auditor Training
ISO 9001:2008 Lead Auditor Training
25th - 26th Sep
OHSAS 18001:2007 Internal Auditor Training
ISO 14001;2004 Lead Auditor Training
Aero 101 Industry Induction Programme
Nadcap Checklist Review Chemical Processing
2nd - 3rd Sep
Anodizing- Process Planner
2nd - 3rd Sep
EASA Part 145 Maintenance Organisation Approvals
8th - 12th Sep
OHSAS 18001:2007 Lead Auditor Training
15th - 17th Sep
Principles of Failure Analysis for the Aerospace Industry
15th - 19th Sep 15th - 19th Sep
OCTOBER 2014 3rd Oct
FAA PMA Updates, FAA Form 8130-3, and Understanding Bilateral Aviation Safety Agreements
20th - 21st Oct
Part 145 Repair Stations including EASA, AS9110 Standards, PMA, FAA Form 8130-3 Usage, and SMS Updates
13th - 14th Oct
AS9110 Rev B Internal Auditor Training
20th - 21st Oct
ISO 9001:2008 Internal Auditor Training
13th - 17th Oct
ISO 14001:2004 Lead Auditor Training
20th - 21st Oct
OHSAS 18001:2007 Internal Auditor Training
13th - 17th Oct
ISO 9001:2008 Lead Auditor Training
27th - 31st Oct
OHSAS 18001:2007 Lead Auditor Training
30th - 31st Oct
ISO 14001;2004 Internal Auditor Training
For enquiries, contact Jen Ng / Robin Goh at +65 6922 1788 or email us at email@example.com e-ATVs are available to be used for training courses from 1 October 2013 to 30 September 2014.
*Information correct at time of print. The AAIS reserves the right to cancel/postpone/re-schedule the above courses as a result of any unforeseen circumstances. Visit www.aais.org.sg/training for an updated list of training courses.
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