Aviation Manufacturer Magazine

Issue 6

Aviation Manufacturer magazine

airbus up for the challenge With its continual quest for innovation and its relentless rivalry with Boeing, Airbus always has an eye for an opportunity.

The announcement of a partnership with Bombardier surprised a few of us, but it’s good for the headlines... www.aviationmanufacturer.com

Piloting Next-Gen Technologies for Complete Aircraft Design Solvay’s lightweight material solutions include carbon fiber, composites, polymer pellets, powders, films and foams for: • Maximized performance through innovative components’ design and function integration • Meeting industry ramp rates through high-volume automated processes • Reduced total cost of ownership

www.solvay.com

Airframe

Electrical, Air and Fluid Systems

Interior Propulsion

the editor

Supply in Dubai

Editor

The

Martin Ashcroft

I

’m writing as the Dubai Airshow gets under way. Given the deadline constraints of monthly publications, you’ll know what happened in Dubai before you read anything I might have to say, so I won’t make any predictions.

But an airshow is a focal point in the aviation industry calendar. The organisers claim that the Dubai show is now the third largest in the world, behind only Paris and Farnborough.

The first show in 1989 featured 20 aircraft and 200 exhibitors.

This week’s event will involve over 160 aircraft and 1200 exhibitors, and is expected to attract 72,000 trade visitors.

This is an event at which measurements are made and trends defined, plans adjusted and strategies aligned. Who sold the most aircraft? Who spent the most money? What’s the most popular plane? After the event, the OEMs will apply their own spin on the week and claim to have exceeded expectations. The figures will make international headlines around the world for a few days, then most people will forget them until the next show comes along – apart from those who generated some business there.

The international news media tends to focus on the major players. Did Boeing outsell Airbus? But orders for new

aircraft have a ripple effect across the supply chain. Every new Dreamliner means more engines, more wings, more wheels, more electronics, more interior fittings, more of all the four million parts it takes to put a long haul aircraft together.

Multiply these numbers to account for the turboprops, executive jets, helicopters and military aircraft being ordered, and the airshow represents a lucrative opportunity and a nailbiting ordeal at the same time.

Reflecting the slowdown in global demand, supply chains are currently under enormous pressure. The need to improve productivity and efficiency is a major theme this year. Winning an order is one thing; meeting the volume demands, quality standards and delivery schedule gets harder every year, and now suppliers are expected to improve performance and reduce their prices on top of everything else.

Some find answers in innovation. Some join forces to boost capacity or expand their product portfolio. Everyone looks for fat to trim out of their processes. I hope our readers have had an enjoyable and successful week and that they found something in Dubai that works for them and their supply chains.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 3

Cover story airbus: up for the challenge Page 30 Page: 3

• The Editor: Supply in Dubai

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• News & Features • United Technologies to acquire Rockwell Collins

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• Porcher Industries acquires P-D Interglas

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• Hexcel launches £7.4m project to create new carbon fibre fabrics

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•

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Boeing completes acquisition of Aurora Flight Sciences NASA chooses Aurora to evaluate electric aircraft concept

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• NASA funds continued development of D8 airliner concept

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• Airbus and Bombardier announce C-Series partnership

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• WestJet breaks ground on new Calgary hangar • Raytheon opens new engineering facility in Albuquerque

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• Aleris in multi-year Bombardier contract

• Hughey and Phillips to merge with Manairco • University of South Wales launches aviation degrees at Dubai South

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lockheed martin: redesigning flight page 88

contents

• Pratt & Whitney signs maintenance contract with Turkish Airlines

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• Cyient to acquire B&F Design • Cyient to sell stake in Infotech Aerospace Services to Pratt & Whitney

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• MB Aerospace Group to acquire Asian Compressor Technology Services • EDM completes critical design review with China Eastern Airlines

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• Dream deals and double deck headaches in Dubai

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• New Boom offers supersonic breakthrough for the future of flight

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• Cover story Airbus: Up for the challenge

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• Porcher Industries: Airbus Helicopters H-160: A new chapter in helicopter design

• UTC Aerospace systems: Accelerating innovation

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• Boeing: A hundred years of flight

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• Lockheed Martin: Redesigning flight

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news and features page 6

UTC aerospace systems: Accelerating innovation Page 52

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Aviation Manufacturer Magazine www.aviationmanufacturer.com

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news & features

Aviation Manufacturer Magazine www.aviationmanufacturer.com 7

Have a news story or press release you would like to be considered for publication in the next Aviation Manufacturer Magazine?

Please contact Martin Ashcroft at martin@aviationmanufacturer.com www.aviationmanufacturer.com

news

U

United Technologies to acquire Rockwell Collins for $30 billion

nited Technologies Corp has agreed to acquire Rockwell Collins for $140.00 per share, in cash and UTC stock.

Rockwell Collins is a leader in aviation and high-integrity solutions for commercial and military customers and is globally recognized for its leading-edge avionics, flight controls, aircraft interior and data connectivity solutions. On a 2017 pro forma basis, its estimated sales are over $8 billion.

“This acquisition adds tremendous capabilities to our aerospace businesses and strengthens our complementary offerings of technologically advanced aerospace systems,” said UTC Chairman and Chief Executive Officer Greg Hayes.

“Together, Rockwell Collins and UTC Aerospace Systems will enhance customer value in a rapidly evolving aerospace industry by making aircraft more intelligent and more connected.”

“We are extremely pleased to announce this compelling transaction with UTC which is a testament to the value we have created for Rockwell Collins’ employees, customers and shareowners,” said Kelly Ortberg, Chairman, President and Chief Executive Officer of Rockwell Collins. “The combination will enable us to compete more effectively for future business through continued investments in innovation, world-class integrated product offerings and the ability to retain the top talent in the industry. We look forward to the next chapter in Rockwell Collins’ long and proud history, as part of UTC.” The purchase price implies a total equity value of $23 billion and a total transaction value of $30 billion, including Rockwell

Collins’ net debt. The transaction is projected to close by the third quarter of 2018, subject to approval by Rockwell Collins’ shareowners, as well as other customary closing conditions, including the receipt of required regulatory approvals.

Upon completion of the transaction, Rockwell Collins and UTC Aerospace Systems will be integrated to create a new business unit named Collins Aerospace Systems. Kelly Ortberg will assume the role of Chief Executive Officer.

“We have demonstrated we can successfully integrate large acquisitions into our business and I have full confidence that the team has the capability to do it again” “We have demonstrated we can successfully integrate large acquisitions into our business and I have full confidence that the team has the capability to do it again,” said Greg Hayes.

“Once we have completed the integration of Rockwell Collins and made progress towards reducing leverage back to historical levels, we will have an opportunity to explore a full range of strategic options for UTC.”

Aviation Manufacturer Magazine www.aviationmanufacturer.com 9

Porcher Industries acquires P-D Interglas Technologies

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orcher Industries, a leader in technical textiles and thermoplastic composite solutions, has completed the acquisition of Interglas Technologies, including all business operations, workforce resources, assets, infrastructure and brand rights, from the Preiss Daimler Group.

Interglas Technologies GmbH is a German producer of technical fabrics for aeronautic, industrial, electrical and building applications, with over 50 years’ experience in the manufacture and innovation of glass, carbon, basalt, aramid and other synthetic fabrics.

Headquartered in Germany, with production facilities in Erbach, the company is a key supplier of technical fabrics, both within Germany and

“We look forward to continuing Interglas’ tradition of delivering excellence”

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worldwide.

With a vast product range that complements Porcher Industries’ offering in technology, region and application, the acquisition represents a strategic step in the company’s plans to extend its technical and production capacity for high quality technical textiles, particularly glass fibre fabrics.

“We are immensely proud to have completed this acquisition,” comments Andre Genton, CEO, Porcher Industries.

“As a respected competitor for over 40 years, we hold the company’s experience, technology and reputation in high regard. Porcher Industries will be even better positioned to serve and innovate and we look forward to continuing Interglas’ tradition of delivering excellence.”

news

Hexcel launches £7.4m project to create new carbon fibre fabrics

H

excel, a global leader in advanced composites technologies, will be launching a new UK Government-backed £7.4 million research and development project, MAXIM, and expanding its manufacturing facility in Leicester.

The four-year multi axial infused materials (MAXIM) project, backed by the UK Aerospace Technology Institute (ATI) and match-funded by the Department for Business Energy and Industrial Strategy, will be responsible for developing progressive, cost-effective materials and manufacturing solutions for large aerospace and automotive composite structures.

Most large aerospace composite parts are made from “prepreg” where the carbon fibres and resins have already been combined. Converting this material into solid parts

requires huge pressurised ovens, known as autoclaves.

The MAXIM project will explore the manufacture of new carbon fibre fabric forms and resins that can be made into parts without using autoclaves. The aim is to enable complex metal structures, such as aircraft wings, to be manufactured more cost effectively and at faster production rates from composites, which are around 25-30% lighter than their metal equivalents.

Hexcel is investing in its Leicester plant by installing a state-of-the art machine for carbon non-crimp fabrics development and lab equipment for research into this technology. The company will be working closely with the National Composites Centre to leverage its expertise in material handling and part processing.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 11

Boeing completes acquisition of Aurora Flight Sciences

B

oeing has completed the acquisition of Aurora Flight Sciences, a world-class innovator, developer and manufacturer of advanced aerospace platforms and autonomous systems. Aurora has designed, produced and flown more than 30 unmanned air vehicles since the company was founded in 1989.

Aurora Flight Sciences is also a leader in the emerging field of electric propulsion for aircraft.

During the last decade, Aurora has collaborated with Boeing on the rapid prototyping of innovative aircraft and structural assemblies for both military and commercial applications.

Aurora will operate under Boeing Engineering, Test & Technology as a subsidiary called Aurora Flight Sciences, a Boeing Company. It will retain an independent operating model while benefiting from Boeing’s resources and status.

“The combined strength and innovation of our teams will advance the development of autonomy for our commercial and military systems,” said Greg Hyslop, chief technology officer and senior vice president of Boeing Engineering, Test & Technology. “Together, these talented teams

will open new markets with transformational technologies.”

Boeing first announced the agreement with Aurora on 5 October 2017, pending US government approval.

Headquartered in Manassas, Virginia, Aurora operates in six states in the US, with manufacturing facilities in Bridgeport, West Virginia and Columbus, Mississippi, a research and development centre in Cambridge, Massachusetts and offices in Dayton, Ohio and Mountain View, California. It also has a research and development centre in Luzern, Switzerland.

NASA chooses Aurora to evaluate electric aircraft concept

A

urora Flight Sciences has been awarded a contract from the National Aeronautics and Space Administration (NASA) to perform a comprehensive evaluation of the single-aisle turboelectric aircraft with aft boundary layer propulsion (STARC-ABL) aircraft concept.

Designed to yield substantial fuel efficiency benefits, the NASA STARC-ABL aircraft is a subsonic commercial aircraft concept with conventional underwing gas-turbine engines and a ducted, boundary layer ingesting (BLI) tailcone propulsor driven by a turboelectric propulsion system.

Aurora is currently leading the development

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of the Defense Advanced Research Projects Agency (DARPA) XV-24A LightningStrike, a 12,000-pound hybrid-electric aircraft with 3 MW of electric power driving 24 electric fans. Aurora recently flew a fully autonomous, battery-powered subscale version of the XV-24A, which also serves as the basis for Aurora’s work on urban mobility platforms.

Aurora is also developing the D8, a commercial airliner design for the 150-180 seat market. Using composite structures, boundary layer ingestion, and high levels of autonomy, the D8 can provide up to 50 per cent reductions in fleet-wide fuel burn over designs currently in use.

news NASA funds continued development of D8 airliner concept

A

urora Flight Sciences has been awarded a twelve-month contract extension from NASA for continued development of the company’s subsonic D8 X-Plane (XD8).

The XD8 is designed to demonstrate the key enabling technologies of the D8 commercial aircraft concept, which could yield substantial fuel, noise and operational efficiency improvements within the next decade.

The objective is to assist NASA in reducing the risk and cost of future X-Plane procurements through the design of critical building block tests that will precede the XD8 first flight.

This contract will simultaneously mature the XD8 aircraft along three dimensions. First, XD8 aerodynamics will be further developed through the design of a transonic wind tunnel test.

Second, the readiness of the Boundary Layer Ingesting (BLI) propulsion system will be advanced via the design of a transonic BLI fan test. Lastly, the complex propulsion-airframe structural integration will be matured through the design of a large-scale structural test article.

The engines on today’s jet aircraft are positioned away from the aircraft’s body to avoid ingesting the slower flowing

“XD8 aerodynamics will be further developed through the design of a transonic wind tunnel test”

air along the surface of the aircraft, known as the boundary layer. The new BLI design embeds the engine in the aircraft body at the back of the fuselage to ingest the slower boundary layer air flow. Using the slower air reduces the load on the engines and thus, their fuel consumption. The drag on the aircraft itself is also reduced, as the engines have “ingested” part of that drag, so less thrust is needed to fly at the same speed.

The D8 evolved from Aurora’s early work on the NASA N+3 Program.

In 2009, a combined team of Aurora, Massachusetts Institute of Technology (MIT), and Pratt & Whitney was awarded a contract to study technologies and designs for transport-class aircraft that could enter service during the 2030s. The D8 has since gone through two wind tunnel test campaigns, and the XD8 has completed both a system requirements review (SRR) and concept design review (CoDR). Aurora will continue to work with this same team during the current program.

“The recent first flight of the Chinese C919 shows other nations want to tap into the huge commercial airliner market,” said Aurora Chairman and CEO John Langford. “The D8 is part of a sustained innovation initiative aimed at keeping world leadership here in the US.”

Aviation Manufacturer Magazine www.aviationmanufacturer.com 13

finishing is only the beginning TNM is specialized in surface finishing for the aviation industry and its goal is to provide their customers with “one stop shop”.TNM is a fully approved facility for Bombardier, Airbus and Boeing along with many other major OEMs and we’re in the process of also getting fully approved for Lockheed Martin.

Our Mission “Our mission is to be amongst the elite processors for surface finishing. We are committed to providing superior value and service to our customers and sustained profitability to our stakeholders by investing in our people and services. At TNM “FINISHING IS ONLY THE BEGINNING”.

Why TNM?

• Approvals for all Major OEMs • Capacity for small, medium and Large Parts • Various Type of treatments • Aggressive Lead Time • On Time Delivery, Quality and Services are guaranteed • Certified for ISO 9001, AS9100, NADCAP

TNM has been awarded as one of Top Shops in North America for a second consecutive year and are a finalist for the Gilles Demers 2016 Award attributed by the Québec aerospace community for being a leader in commitment to innovation, wealth creation and outreach and business development and internationalization.

21 Chemin de l’aviation, Pointe -Claire, QC, H9R 4Z2, Tel: (514) 429-7777 Fax : (514) 429 -5108 www.tnminc.ca General Manager, Michel Martel : 514-209-1024

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news

Airbus and Bombardier announce C-Series partnership

T

he dispute between Boeing and Bombardier escalated from David and Goliath to the Battle of the Titans with the announcement that Airbus has agreed to acquire a 50.01% interest in C Series Aircraft Limited Partnership (CSALP), the entity that manufactures and sells the C-Series.

Bombardier and Investissement Québec (IQ) will own approximately 31% and 19% respectively.

Both Airbus and Bombardier deny that the dispute with Boeing is the reason for the deal, and it is true that talk of a link between them has been in the wind for a year or two, but it is also crucial for sales of the C-Series in the US to avoid the huge tariffs imposed by US authorities. That might just be achieved if the assembly of C-Series aircraft for the US market could be carried out in the Airbus facility in Mobile, Alabama.

Having said that, the deal has merit for a number of other reasons, too.

The single aisle market is growing, representing arguably 70% of the expected global future demand for aircraft. The C-Series range (from 100

to 150 seats) is highly complementary to Airbus’ existing single aisle aircraft portfolio, which focuses on the higher end of the single-aisle business (150-240 seats).

Furthermore, the world class sales, marketing and support networks that Airbus brings into the venture are

“Airbus is the perfect partner for us, Québec and Canada” expected to strengthen and accelerate the C-Series’ commercial momentum, and Aibus’ supply chain expertise could generate significant production cost savings.

“This is a win-win for everybody!” said Airbus Chief Executive Officer Tom Enders. “The C-Series, with its state-of-

the-art design and great economics, is a great fit with our existing single-aisle aircraft family and rapidly extends our product offering into a fast growing market sector. I have no doubt that our partnership with Bombardier will boost sales and the value of this programme tremendously.”

Alain Bellemare, President and Chief Executive Officer of Bombardier Inc, was equally enthusiastic. “Airbus is the perfect partner for us, Québec and Canada,” he said. “Their global scale, strong customer relationships and operational expertise are key ingredients for unleashing the full value of the C-Series. This partnership should more than double the value of the C-Series programme and ensures our remarkable game-changing aircraft realizes its full potential.”

The transaction has been approved by the boards of directors of both Airbus and Bombardier, as well as the Cabinet of the Government of Québec. It remains subject to regulatory approvals, but completion is currently expected for the second half of 2018.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 15

news WestJet breaks ground on new Calgary hangar

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estJet has broken ground on its new $50 million hangar project at YYC Calgary International Airport, in support of the airline’s fleet expansion

“WestJet is connecting Canadians to the world and bringing the world to Calgary” and growth of its Calgary hub. The hangar will occupy 125,000 square feet, and accommodate its new Boeing 787-9 Dreamliner aircraft.

“With the impending arrival of our Boeing 787-9 Dreamliner aircraft, WestJet is connecting Canadians to the world and

bringing the world to Calgary,” said Gregg Saretsky, WestJet President and CEO. “Our partnership with YYC, our growth strategy, and the needs of our guests are the reasons we decided to locate our wide-body hangar with our head offices here at YYC.” The hangar was designed by Stantec and is being constructed

by CANA. It will accommodate up to four Boeing 737 aircraft or one Boeing 787-9 Dreamliner. In addition, the building will have two floors of office space to hold approximately 130 work stations. Construction is expected to be completed in the spring of 2019.

Since WestJet’s inception in 1996, the airline has grown its Calgary hub from first serving five domestic destinations to becoming an international carrier flying to more than 50 destinations out of YYC. In April 2017, the airline announced the purchase of 10 Boeing 787-9 Dreamliner aircraft with an option to purchase 10 additional aircraft. Expected arrival of the first aircraft is January 2019.

Raytheon opens new engineering facility in Albuquerque R

aytheon Company has opened a new facility in the Sandia Science and Technology Park, Albuquerque, New Mexico, expanding its operations to develop and produce range monitoring and telemetry systems for the US and its

allies. The expansion will bring 60 new high-tech manufacturing jobs to the state over the next six years.

The company employs more than 350 workers in science, engineering and advanced manufacturing jobs at its facilities in Albuquerque

and Diné, located on the Navajo Nation. The new 72,000-square-foot building is the third facility for Raytheon in Albuquerque.

“Raytheon is growing its high-tech manufacturing footprint in rural and urban New Mexico, where workers

are producing vital national security technology,” said Todd Callahan, Raytheon Naval Area and Mission Defense vice president. “New Mexico has a long history of scientific excellence, and we value our strong partnership with this state.”

Aviation Manufacturer Magazine www.aviationmanufacturer.com 17

proven engineering capabilities TJW has been manufacturing precision metal components for the world’s most demanding markets since 1983.

Using cutting edge technology and advanced engineering techniques to provide outstanding services all from locations Dursley, Gloucestershire and Stourbridge, West Midlands. TJW provides a “one-stop shop” for finished components for the aerospace, automotive, oil & gas, nuclear, medical, OEM and metrology industries.

TJW offers: • Flexible production quantities through • CNC Milling & Turning • Wire Erosion • Spark Erosion • CNC Waterjet cutting • Anodising (ABP1 1023 & Nylon Coating ABP1 4045)

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Piloting Next-Gen Technologies for Complete Aircraft Design Solvay’s lightweight material solutions include carbon fiber, composites, polymer pellets, powders, films and foams for: • Maximized performance through innovative components’ design and function integration • Meeting industry ramp rates through high-volume automated processes • Reduced total cost of ownership

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news Hughey and Phillips to merge with Manairco

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ughey and Phillips is to acquire Manairco Inc, a well-established sales and manufacturing company with a reputation for excellence in the manufacture and design of airfield lighting systems and accessories.

Manairco has a broad installed base throughout North America and across the globe.

When the merger transaction is complete, Manairco’ s product and service offerings will be added to the Hughey and Phillips product offerings and sold through the combined global sales force. Manairco’s existing

operations and customer service will be maintained at its current manufacturing facility in Mansfield, Ohio.

“Manairco has built exceptional relationships across the Airfield lighting industry over the years with its broad product offerings and commitment to meeting the needs of its customers,” said Gayle Gorman-Green, President and CEO of Manairco. “We believe this merger represents an opportunity to combine the technical and customer service of the companies across a broader spectrum of customers and geographies. I look forward to continuing to lead the Manairco team at

this exciting time.”

“We at Hughey and Phillips are delighted about this opportunity to work closely with Manairco’ s strong team and its existing customers to bring customized solutions to the airfield lighting industry,” said Steve Schneider, President and CEO of Hughey and Phillips. “This partnership allows Hughey and Phillips to continue its expansion into the airfield lighting market by offering a combination of lighting and marking products as well as power management solutions for airports and heliports both large and small.”

University of South Wales launches aviation engineering degrees at Dubai South T

he University of South Wales is to deliver degrees to aerospace engineering students as a key partner at the UAE’s new Dubai South development.

Dubai South is a planned city of a million people around the new Al Maktoum International Airport. The airport will eventually be the world’s largest, handling an estimated 220 million passengers and 16 million tons of cargo each year, close to Jebel Ali Seaport and adjacent to the Dubai South Logistics District. The 6.7sq km Aviation District will also be the permanent home of the Dubai Airshow and the

Middle East Business Aviation Show.

USW will accept its first students in Dubai South from September 2018 in a facility in the development’s existing business park. The courses initially

on offer will include the BSc (Hons) Aircraft Maintenance Engineering, the BSc (Hons) Aircraft Maintenance Engineering top-up degree, and Foundation course, through which a student can gain the right qualifications to move onto the degree programme.

“USW is recognised as a leader in the field in educating aircraft maintenance engineers,” said Professor Julie Lydon, Vice-Chancellor of the University.

“Being involved with Dubai South as it develops into a major hub on the global stage will mean that USW will be in the right place to do business with the main operators in the aviation arena.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 21

Powerful new insights gained from aircraft data are fueling greater efficiencies and reducing costs. This is the power of data at work.

Teledyne Controls is helping to power the global aircraft industry: Technology leadership: With over 50 years’ experience and a history of firsts, we are revolutionizing aircraft data management.

New functionality: Creative data usage is driving new benefits for companies and passengers alike.

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news Aleris multi-year Bombardier contract

A

leris has signed a multi-year agreement with Bombardier to supply aluminium flat rolled products for a variety of Bombardier aircraft programs.

The new agreement extends the scope of products to include technically demanding high strength and superior corrosion resistant plate products, positioning Aleris as one of Bombardier’s primary aluminium rolled products suppliers.

“We are excited to expand our partnership with Bombardier through the supply of a broader range of products from our facilities in both

“This agreement validates our strategy to advance our technical capabilities and expand our global footprint” Europe and Asia Pacific,” said Sean Stack, Aleris chairman and CEO. “This agreement with Bombardier

serves as further validation of our strategy to continue to advance our technical capabilities and expand our global footprint to help our aerospace customers meet their goals.”

Headquartered in Cleveland, Ohio, Aleris operates production facilities in North America, Europe and Asia.

This contract includes the supply of material from the company’s facilities in Koblenz, Germany and Zhenjiang, China, the latter of which represents a greenfield project for Aleris that opened in 2013. This facility was qualified

by Bombardier for the production of aerospace material in 2014.

Pratt & Whitney signs maintenance contract with Turkish Airlines

P

ratt & Whitney, a division of United Technologies Corp, has announced that the Pratt & Whitney Turkish Engine Center has signed one of its largest maintenance contracts in recent history.

Turkish Airlines has selected the engine center, a joint venture between Pratt & Whitney and Turkish Technic, for up to a five-year EngineWise service agreement covering 100 per cent of the airline’s V2500 and CFM56 -7b engine overhaul requirements.

The Pratt & Whitney Turkish Engine Center started operations in 2010 and is equipped with high-tech flow lines and the latest machinery. “We look forward

to offering Turkish Airlines the same high standard of service that they have come to expect from Pratt & Whitney under our EngineWise service brand,” said Joe Sylvestro, vice president, Aftermarket Operations.

“This agreement highlights both parties’ long-term commitment to high-quality maintenance services for Turkish Airlines. This also marks a significant milestone for Pratt & Whitney as one of the most significant aftermarket service agreements in recent history and we thank Turkish Airlines for their confidence in our company.”

“This agreement is an extension of our long-standing relationship with Pratt & Whitney through our joint venture together,” said Bilâl Ekşi, deputy chairman & CEO of Turkish Airlines.

“We are confident our customers will benefit from our collaborative efforts.”

Aviation Manufacturer Magazine www.aviationmanufacturer.com 23

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news Cyient to acquire B&F Design

C

yient Limited, a global provider of engineering, manufacturing, network and operations management services through its step down subsidiary Cyient Defense Services Inc, has signed a definitive agreement to acquire 100% equity ownership in B&F Design Inc. Based in New Britain, Connecticut, USA, and founded

by Raymond F. Forgione in 1965 as a family business, B&F Design initially offered design services to local manufacturing companies and later expanded the business to include the manufacturing of tools. Today, its area of expertise includes a strong team of technical and domain experts in aerospace tooling, design and manufacturing of precision engine assembly equipment, repair tooling, machining of fixtures and gauges, and engine factory modernisation services.

Anand Parameswaran, Cyient’s Senior Vice President for Aerospace and Defense, said, “Cyient holds a leadership

position in providing engineering services to the aerospace and defense market. This acquisition is a step towards enhancing our build and maintain offerings. Through this acquisition, we are better positioned to provide increased

“This acquisition is a step towards enhancing our build and maintain offerings” value to our customers by undertaking more comprehensive work. We are confident that this acquisition will aid us in achieving our vision.”

Cyient to sell stake in Infotech Aerospace Services to Pratt & Whitney

S

till making headlines, Cyient has agreed to sell its 49 per cent stake in Infotech Aerospace Services Inc (IASI) to its joint venture partner Pratt & Whitney, a division of United Technologies Corporation.

Established in 2003 in Isabela, Puerto Rico, IASI is a 51:49 joint venture between Pratt & Whitney and Cyient. IASI provides aerospace defence design, development and related services, primarily to

United Technologies and its business units.

“We continue to embark on the journey towards realization of our ‘designbuild-maintain’ strategy,” said Krishna Bodanapu,

CEO and Managing Director of Cyient. “To enable greater focus on the strategy, we have been exiting the noncore businesses. This is the second divestment post the sale of Infotech Enterprises

IT Services (IEITS) that we did in October of 2015 as a part of our strategy to exit the IT services business. This divestment is a step in the right direction and will aid us in becoming more focused striding towards achieving our vision. We will continue to evaluate and rebalance our business portfolio.”

Established in Hyderabad, India in 1991 as Infotech Enterprises Ltd, the company rebranded to Cyient in 2014.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 25

MB Aerospace Group to acquire Asian Compressor Technology Services

I

nternational aerospace group MB Aerospace has entered into an agreement to acquire Taiwan-based Asian Compressor Technology Services Company Limited (ACTS). The business will trade as MB Aerospace ACTS (Taiwan) once legal completion has been finalised, likely to be in January 2018.

ACTS was founded in 1995 as a joint venture by Pratt & Whitney, China Airlines and Singapore Airlines Engineering Company to provide in-house repair of aero-engine components within the turbine and compressor sections of gas turbine aero-engines.

From a well-invested site close to the logistics hub of Taipei Taoyuan International Airport, ACTS is now a global player in the repair of performance-critical compressor and turbine components. Since it was founded over two decades ago, ACTS has developed a market-leading reputation for service and customer performance, whilst developing strengths in key technologies including brazing and vacuum brazing, thermal spray coating, laser holography, water jetting, auto-welding and rubber/epoxy solutions.

“This acquisition greatly expands our capabilities in the repair

sector and gives us a crucial geographical presence in the fastgrowing Asian market,” said Craig Gallagher, MB Aerospace Chief Executive Officer.

“ACTS already serves a diverse customer base globally and its truly world-class servicing capabilities on performancecritical rotating components will now operate in synergy with our high-volume compressor and turbine component manufacturing facility at MB Aerospace Newton Abbot in the UK. Expanding our capabilities in the turbine and compressor sections of the aero-engine is a key strategic objective for MB Aerospace and we have ambitious plans for further growth and investment in both Taiwan and Newton Abbot.

“ACTS provides a tremendous platform for further growth in Asia - we are buying a high-performing company that has been operating at UTC Supplier Gold status for over 70 consecutive months. This established, world-class performance standard will give MB Aerospace a solid footing to serve global aeroengine customers that demand high quality, performancecritical repairs with fast turnaround times and cost-competitive repairs on critical rotating components in the hot section of the engine.”

EDM completes critical design review with China Eastern Airlines EDM, a global provider of

training simulators to the civil aviation and defence sectors, has successfully completed a critical design review (CDR) with China Eastern Airlines for the build of two B787 Door Trainers.

EDM announced its contract win with China Eastern Airlines earlier this year. A team from the

airline visited EDM last month to conduct a detailed technical review of the project to ensure that the two B787 Door Trainers are now ready to proceed to the manufacturing phase and that agreed performance requirements are met.

EDM will design and manufacture both door trainers at its Manchester

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facility in the UK before shipping and installing them at the airline’s cabin crew training centre in Shanghai, China. The state-of-the-art equipment will be used to train cabin crew in the safe operation of the exit door of the B787 Dreamliner under a variety of normal, abnormal and emergency conditions.

EDM has previously

manufactured an A320 and two B777 Door Trainers for the airline.

EDM has also recently added a new 20,000 square foot manufacturing facility at its headquarters in Newton Heath, in Manchester.

The £1.3m facility was officially opened by Andy Burnham, Mayor of Greater Manchester.

news

Dream deals and double deck headaches in Dubai

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t the Dubai Airshow in November, Boeing made a great start to the week on Sunday with a headline grabbing order from Emirates Airlines for 40 Dreamliner 787-10s worth $15 billion. Everyone expected a similar announcement for Airbus A380 superjumbos, but it didn’t happen.

Airbus overtook Boeing on Wednesday with its biggest ever commercial aircraft order, from US investment firm Indigo Partners, for 430 planes from its bestselling single-aisle A320neo family, valued at almost $50 billion at list prices. Nobody pays list price, of course, especially when ordering hundreds of aircraft at the same time, but even so . . .

The aircraft will be deployed with airlines in Indigo’s portfolio, whose interests include the European carrier Wizz Air, US-based Frontier Airlines, Mexico’s Volaris, and JetSmart, which began operations this year in Chile.

This deal is a fitting sign off for Airbus head of sales John Leahy, who retires at the end of the year after 20 years at

Airbus. He has sold more than 15,000 jets in his career.

Meanwhile, it seems not even Leahy can sell an A380 at the moment.

Emirates has been by far the biggest customer for the A380, taking delivery

“Airbus head of sales John Leahy retires at the end of the year after 20 years at Airbus” of its 100th superjumbo in early November, but Airbus’ most recent sale was two years ago, when Japan’s ANA purchased just three planes.

Airbus has been scaling down annual production from 28 two years ago to single figures this year. Emirates would like more of them, but is looking for a

commitment from Airbus to continue production of the A380 for at least ten years, to avoid having an orphan fleet. With no other customers on the horizon, Airbus may have no choice but to accept Emirates’ demands.

Later in the day Boeing announced a $27 billion deal with carrier flydubai for 225 aircraft in its 737 MAX family, the largest-ever single-aisle jet order (by number of airplanes and total value) from a Middle East carrier.

This is the third order placed with Boeing in the airline’s eight-year history, following on from others placed in 2008 and 2013. The new crop of aircraft will be added to the flydubai fleet from as soon as 2019. The agreement includes a commitment for 175 MAX airplanes, and purchase rights for 50 additional MAXs. More than 50 of the first 175 airplanes will be 737 MAX 10s, launched earlier this year, and said to have the lowest seat-mile cost of any single-aisle airplane. The rest of the order comprises MAX 8 and MAX 9 aircraft.

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news New Boom offers supersonic breakthrough for future of flight

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fter all the innovation and efficiency improvements we have seen in aviation over the last 50 years, we’re not reaching our destination any quicker now than we were before.

Concorde provided a supersonic breakthrough for while, but it proved too expensive to be viable in the long term.

Now Blake Scholl, founder and chief executive of Denver-based Boom Supersonic, has been at the Dubai Airshow to encourage investors to support his quest to make breaking the sound barrier a realistic commercial ambition again. “Since the invention of the jet engine in the 1950s, we have seen measurable progress in almost every area of human achievement. Yet what was a five-hour flight in 1950 still takes five hours in 2017,” Scholl asserted.

Scholl claims that by replacing Concorde’s loud afterburners with turbofan technology, Boom can produce a plane quiet enough to land at busy city airports like London Heathrow at night.

“We’re very mindful of the need to make this an economic vehicle that airlines can operate profitably, and that passengers can actually afford to fly on. If you go to really quiet levels of boom, it becomes such a gas guzzler, and while that could

work as a business jet, it’s not viable as an airliner.

“But we think there’s a sweet spot of moderate intensity where this is going to blend into the background noise of our not-perfectly-quiet world, making it suitable for overland flight, but also efficient enough to work economically for passengers and airlines.” Nonetheless, the firm has identified 500 potential

“We have seen progress in almost every area of human achievement. Yet a five-hour flight in 1950 still takes five hours in 2017” routes in which supersonic flight over land could be avoided if necessary, which Scholl believes it could operate with a passenger price comparative to existing business fares.

The first test flight of a one-third-scale

demonstrator, known as XB-1, or ‘Baby Boom’, is scheduled to take place in 2018. The full size plane will carry 55 passengers. Faster than Concorde, which made its last flight in 2003, the new plane will be capable of flying from New York to London in less than three and a half hours, making it possible for a business executive to cross the Atlantic for a meeting and fly home the same day.

Boom is looking for a manufacturing site, possibly in the Middle East, having raised the $33m needed for it to build the small-scale test plane. The company’s business plan estimates a market for 1,000 to 2,000 Boom aircraft over the next 10 years, with the first aircraft entering service in 2023. It currently has 76 jets on pre-order with five airlines, and has had talks with 20 over future purchase deals.

Boom claims that with advanced materials, more efficient engines and a more efficient wing design, it can make supersonic travel a commercial reality for the cost of today’s business class – around $5,000 for a return transatlantic trip. With theme of the Dubai Airshow being The Future of Flight, a supersonic breakthrough like this would make an exciting contribution to that future.

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AIRBUS UP FOR THE CHALLENGE

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With its continual quest for innovation and its relentless rivalry with Boeing, Airbus always has an eye for an opportunity.

The announcement of a partnership with Bombardier surprised a few of us, but it’s good for the headlines...

W

hen Boeing complained to the US International Trade Commission that Bombardier was being subsidised by the Canadian and UK governments and the Province of Quebec, to sell its C-Series planes to Delta Airlines below cost price, many observers thought it was a little out of proportion. What were they thinking of? Boeing doesn’t make an aircraft that competes with the C-Series. How could Boeing complain about government support for Bombardier when it gets massive support from the US military, NASA and the State of Washington?

Boeing said in a statement that the dispute “has everything to do with maintaining a level playing field and ensuring that aerospace companies abide by trade agreements.” Others thought it smacked of corporate bullying. Goliath picking on poor little David. Bombardier claimed that Boeing was trying to strangle a new competitor at birth and The Economist called the case against Bombardier "a flight of hypocrisy". When the US Commerce Department imposed swingeing duties amounting to 300 per cent on the C-Series, there was a sharp intake of breath across the industry.

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“In October it was announced that Airbus had agreed to purchase a 50.01% stake in the C-Series Aircraft Limited Partnership (CSALP), the entity that manufactures and sells the C-Series”

AIRBUS How could Bombardier survive? Then David looked around for a stone – and Airbus obliged.

In October it was announced that Airbus had agreed to purchase a 50.01% stake in the C-Series Aircraft Limited Partnership (CSALP), the entity that manufactures and sells the C-Series. Airbus will provide procurement, sales and marketing, and customer support expertise for the programme, and crucially, will also create a second C-Series assembly line at its A320 assembly facility in Mobile, Alabama. The deal also contains a provision which allows Airbus to eventually buy out the remaining stake held by both Bombardier (31%) and Investissement Québec (19%).

Both Airbus and Bombardier deny (of course) that the dispute with Boeing is the reason for the deal, and it is true that Airbus is no stranger to the strategic partnership; talk of a link between the two has been in the wind for a while. But it is also crucial for sales of the C-Series in the US to avoid the huge tariffs imposed by US authorities. That might just be achieved if the assembly of C-Series aircraft for the US market could be carried out in the Airbus facility in Mobile, Alabama.

Having said that, the deal has merit for a number of other reasons.

The single aisle market is growing, representing arguably 70% of the expected global future demand for aircraft. The C-Series range (from 100 to 150 seats) is highly complementary to Airbus’ existing single aisle aircraft

UP FOR THE CHALLENGE

portfolio, which focuses on the higher end of the single-aisle business (150240 seats).

Furthermore, the world class sales, marketing and support networks that Airbus brings into the venture are expected to strengthen and accelerate the C-Series’ commercial momentum, and Airbus’ supply chain expertise could generate significant production cost savings.

"This is a win-win for everybody!” said Airbus chief executive officer Tom Enders. “The C-Series, with its stateof-the-art design and great economics, is a great fit with our existing singleaisle aircraft family and rapidly extends our product offering into a fast growing market sector. I have no doubt

that our partnership with Bombardier will boost sales and the value of this programme tremendously.

"Not only will this partnership secure the C-Series and its industrial operations in Canada, the UK and China, but we also bring new jobs to the US. Airbus will benefit from strengthening its product portfolio in the high-volume single-aisle market, offering superior value to our airline customers worldwide."

The transaction has been approved by the boards of directors of both Airbus and Bombardier, as well as the Government of Québec. It remains subject to regulatory approvals, but completion is currently expected for the second half of 2018.

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Procurement

Identifying global sourcing as one of its leading long-term objectives, Airbus aims to source 40% of its supplies outside Western Europe by 2020, and has formed an integrated Airbus Global Sourcing Network to promote the globalisation of its sourcing footprint. At the last count, it was reckoned that around 46,500 suppliers from more than 100 countries deliver parts, components or sub-systems to Airbus.

In the past few years, the supply chain has become concentrated and more international, as a result of consolidation within Europe's aerospace and defence sector, and major new aircraft programmes placing larger work packages with a smaller number of lead suppliers.

A long-haul aircraft comprises around 4 million individual parts, of which 70– 80 per cent are provided by external suppliers. The material requirements and ordering processes are equally complex, and need to be closely coordinated. Airbus has developed the online sourcing tool ePROC to enhance collaboration

between buyers and suppliers. This is a shared single strategic space for buyers and suppliers across all Airbus divisions to perform all aspects of calls for tender, from the identification of potential suppliers to the selection of successful parties. The tool also allows buyers and suppliers to exchange requirements and proposals online during the bid process.

In 2013, SupplyOn, a global provider of web-based solutions for supply chain management (SCM) in the manufacturing industry, completed the integration of around 600 suppliers with its AirSupply solution, which provides support for the collaborative supply chain management processes between customers and suppliers typically found in the aerospace industry. The solution supports foresighted capacity planning, interactive fine tuning of delivery quantities and delivery dates, order and delivery status tracking, as well as the consumption-controlled logistics concept vendor managed inventory.

The shared AirSupply industry platform optimizes not only the

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working relationship between the manufacturer and suppliers but also communication with suppliers in the downstream supply chain. The resulting end-to-end data flow over several levels of the supply chain creates more stable supply chains by permitting early identification of and reaction to impending shortages.

As the performance of suppliers is key for the success of everyone involved, Airbus is continuously developing its supplier base, focusing on partnerships with the best suppliers in terms of quality, time and cost.

Suppliers for direct procurement can be grouped into three commodity clusters: systems & equipment, aerostructures and material. Each division has its own procurement function in charge of direct procurement. Indirect procurement of goods and services, ranging from buildings to machines and tools, engineering services, consulting, IT and office equipment, is under the responsibility of the shared service unit Airbus General Procurement (GP).

AIRBUS UP FOR THE CHALLENGE

“At the last count, it was reckoned that around 46,500 suppliers from more than 100 countries deliver parts, components or sub-systems to Airbus”

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A380 cockpit

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AIRBUS UP FOR THE CHALLENGE

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Global production

As well as the external supply chain, every Airbus jetliner is the product of highly efficient cooperation across the company’s own global manufacturing chain, too. Airbus employs a network of regional facilities for design, engineering and manufacture throughout Europe and North America, with additional sites in India and China.

At Airbus sites around the world, the application of lean manufacturing – which focuses on achieving the highest throughput with the least inventory – has shortened leadtimes and improved the efficiency of products and processes. On a larger scale, this approach has also led to standardization of parts and components.

In the early years, primary production responsibilities for the A300 were distributed throughout Europe based on capabilities within the Airbus network. France’s expertise in systems integration, instrumentation and human-machine interface resulted in the country’s

responsibility for the forward fuselage, cockpit and flight control systems, and it also produced the lower centre fuselage section.

The British were well-known for their capabilities in wing design, and were therefore given duties for the new jetliner’s wings. Germany’s strength in manufacturing and processes resulted in the company’s assignment to build the forward and rear fuselage ‘barrel’ sections, along with the upper portion of the centre fuselage, while Spain was chosen for the horizontal tailplane.

The emphasis on cooperation continued with each Airbus jetliner programme that followed, from the best-selling A320 Family to the company’s 21st century flagship A380 and the next-generation A350 XWB. Throughout the product line’s development, responsibilities within Airbus’ own production network have evolved to reflect the evolution of technology and materials, manufacturing processes and the expertise of each Airbus-operated facility.

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“At Airbus sites around the world, the application of lean manufacturing has shortened lead-times and improved the efficiency of products and processes”

AIRBUS UP FOR THE CHALLENGE The newest Airbus final assembly line, in Toulouse, France, builds the A350 XWB. Conceived with ecoefficiency in mind, this 74,000-square metre factory houses the initial stages of final assembly for the A350 XWB, involving the join-up of fuselage and wings. A streamlined aircraft assembly process for the A350 allows teams to work in parallel, reducing the time from start of final assembly to aircraft delivery by 30 per cent.

Toulouse is also the home to Airbus’ A380 assembly line – a massive 490 metre-long by 250-metre facility that provides 150,000 square metres of assembly area for the flagship doubledeck jetliner.

Also in France, the Saint-Nazaire plant specialises in structural assembly, equipping and testing of front and central fuselage sections for the entire Airbus family. It receives sub-assemblies to be fitted for the forward fuselage for the A320 family, the forward and central fuselage for the A330 and A380 families, and the nose fuselage for the A350 XWB. Saint-Nazaire is also in charge of equipping and testing these sections before delivering them to various final assembly lines.

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Another French facility in Nantes specialises in the manufacture and assembly of the centre wing boxes for all Airbus aircraft, and is a leader in the manufacture of carbon fibre reinforced plastic structural parts – such as the A350 XWB keel beam. Nantes is also responsible for manufacturing the radomes for the entire Airbus family, the ailerons for the A330 and A380 families and air inlets for the A350 XWB, A380 families and A320neo.

In the UK, the Filton site near Bristol is responsible for wing design, landing gear and fuel systems design and testing, as well as manufacturing of components. Located in North Wales, the Airbus site in Broughton assembles wings for the entire family of commercial aircraft, producing

over 1,000 wings per year. Its activities include wing skin milling, stringer manufacture, full wing equipping and wing box assembly.

The company’s Bremen site in Germany is responsible for design and manufacture of high-lift systems for the wings on all Airbus aircraft. Wings for the A330 and A350 XWB are delivered to Bremen from the plant in Broughton in the UK. Also in Germany, Airbus’ Hamburg site manages structural assembly and outfitting of fuselage sections, as well as final assembly for A320 family aircraft. This plant is also home to Airbus' A380 major component assembly hall – which houses the structural assembly, equipping of the forward and complete rear fuselage sections, along with cabin

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furnishing, painting and delivery to customers in Europe and the Middle East. In addition, the Hamburg plant manufactures and equips the rear fuselage sections for Airbus’ A330 and A350 XWB programmes.

The vertical tail planes of all Airbus aircraft are produced at Stade in Germany. The site also makes other carbon fibre reinforced plastic (CFRP) components –For the A350 XWB, this site produces the upper wing shell, along with the jetliner’s vertical tail plane and CFRP fuselage shells.

All the electronic communications and cabin management systems needed by both crew and passengers are designed and produced at the Buxtehude site in Germany. They include the cabin intercommunication data system used to control cabin

AIRBUS UP FOR THE CHALLENGE “Located in North Wales, the Airbus site in Broughton assembles wings for the entire family of commercial aircraft, producing over 1,000 wings per year”

functions, and the passenger service units for passenger seating system controls.

Getafe, in central Spain, specialises in aeronautical component engineering, design, production and assembly. The plant is the delivery centre for final assembly lines in Toulouse and Hamburg for all programmes with the exception of the A380 – a role it shares with the Puerto Real plant in Cádiz. Getafe uses metallic material and advanced composite materials to manufacture the fuselage for all Airbus aircraft and specialises in the final assembly and testing of all horizontal tail planes; rear fuselage and tail cone of the A380 and rear fuselage of the A350 XWB. Getafe is also responsible for the A380’s main landing gear doors.

Airbus’ Illescas site manufactures composite aeronautical components, including stabilisers, rudders and spars, sections of rear fuselage and landing gear components for the A380, sections of the rear fuselage and internal skin of the wing for the Airbus A350 XWB. Located in the south of Spain, Puerto Real specialises in automated assembly of movable surfaces (rudders and spars) for all Airbus jetliner programmes. It is also responsible for final equipment and delivery to the final assembly line of large, complex structural components – such as the horizontal tail plane and belly fairing of the A380 fuselage, and produces the horizontal tail plane boxes of the A350 XWB.

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AIRBUS UP FOR THE CHALLENGE

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The maiden flight of the Airbus A3501000, the longer-fuselage version of the A350 XWB, took place in November 2016 from Toulouse-Blagnac Airport in southwest France. Major structural sub-assemblies are brought to The Roger Béteille A350 XWB final assembly line from other plants in France, Spain, Germany and the UK, which specialise in their particular piece of the structure.

The last 40 years have seen continual growth of the Airbus family and a new era of airline travel started in 2007 when the 600-plus-seat A380 began commercial operation. The double-deck A380 is the largest commercial aircraft flying today, capable of carrying 544 passengers in a comfortable four-class configuration, and up to a staggering 853 in a singleclass configuration.

By incorporating the latest advances in structures and materials, the A380 offers the lowest cost per seat of any widebody aircraft, over 15 per cent lower than its nearest competitor.

This includes the use of advanced aluminium alloys for the wing and fuselage, along with the extensive application of composite materials in the centre wing box’s primary structure, wing ribs and rear fuselage section.

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With a new wing design and composite materials accounting for 25 per cent of its structural weight, the A380 is a very efficient aircraft.

By producing only about 75 grams of CO2 per passenger kilometre, the A380 contributes to the aviation industry's commitment to minimise greenhouse gas emissions.

AIRBUS UP FOR THE CHALLENGE Beluga

The various structures which eventually come together to build an aircraft can start their manufacturing processes in many different parts of the world. Bringing them all together is an industry in itself – and as aircraft get larger, transporting the wings and fuselage becomes a logistical challenge.

Airbus has developed its own air transportation system to carry many of the pre-assembled sections from their production locations to final assembly lines in Toulouse and Hamburg - a fleet of five A300-600ST Super Transporters. These modified A300-600s, nicknamed Beluga (after the whale), have a bulbous main-deck cargo cabin, which enables the loading of complete fuselage sections and wings.

The Super Transporters have been

in operation since 1996, but in order to support increasing production rates, Airbus is refreshing the fleet with a new model, BelugaXL, with a mid-2019 service entry. Built as a replacement for the current Beluga A300-600ST, the BelugaXL is derived from the larger and more powerful A330-200, which is six metres longer, one metre wider, and boasts a payload lifting capacity that is six tonnes greater than its predecessor.

Crucially, a BelugaXL will be able to carry two wings for the new widebody A350 XWB, instead of a single wing currently accommodated on the BelugaST. The first large panels for the rear section of the BelugaXL arrived at the final assembly facility in Toulouse in April this year, following a five night long road convoy from Aernnova’s

factory in Berantevilla, north eastern Spain. The delivery of the first nose section, however, from Méaulte in northern France, was appropriately performed by one of the five BelugaSTs currently in operation.

Airbus continues to invest in improvements across its product line – including development of the A320neo (new engine option) version, the A330neo variant and more. The company’s international production network has also been significantly expanded over the years, highlighted by its single-aisle final assembly line in Tianjin, China, along with the Airbus US Manufacturing Facility for A320 family jetliners in Mobile, Alabama – which commenced aircraft deliveries in 2016, and is now planning an expansion to accommodate the Bombardier C-Series.

“A BelugaXL will be able to carry two wings for the new widebody A350 XWB, instead of a single wing currently accommodated on the BelugaST”

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“Airbus employs a network of regional facilities for design, engineering and manufacture throughout Europe and North America, with additional sites in India and China”

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AIRBUS UP FOR THE CHALLENGE

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Rotorcraft innovation

As with conventional aircraft, Airbus is committed to setting new standards in the helicopter industry, both by improving the existing range to offer safer, greener and more efficient helicopters, and by coming up with ground-breaking ideas in response to the challenges of the 21st century.

One of these is Racer, a high-speed helicopter demonstrator currently being developed as part of the Clean Sky 2 research programme.

Unveiled in June at the Paris air show, Racer (rapid and cost-effective rotorcraft) incorporates a host

of innovative features. It will be optimised for a cruise speed of more than 400 km/h, aiming to achieve the best trade-off between speed, cost-efficiency, sustainability and mission performance by combining fixed wings for energy efficient lift, propellers (lateral rotors) for energy-efficient propulsion and a main rotor that provides energyefficient VTOL (vertical take-off and landing) flight capabilities. The Racer demonstrator will also benefit from a hybrid metallic-composite airframe, specifically designed for low weight

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and low recurring costs.

The aircraft targets missions requiring the helicopter’s unique hovering and landing capabilities but for which travel time is either of vital importance (emergency medical transport, search and rescue) or contributing highly to mission efficiency (passenger transport in the O&G industry, private and business aviation, etc).

Development of the demonstrator relies on a wide European network of almost 40 industrial partners. Final assembly is expected to start in 2019, with a first flight the following year.

AIRBUS UP FOR THE CHALLENGE

“Hybrid propulsion or all electric propulsion aircraft are providing the stimulus to transform how we travel”

Electric avenue

Airbus continuously invests in new technologies to make aircraft safer, more reliable, cheaper to operate, more environmentally friendly and for the passenger, provide a more convenient and enjoyable travel experience.

Electrification is a major driver for the future of flight. Some of the key technologies in electric propulsion systems, such as electric machines (motors, generators), power electronics (converters, inverters, rectifiers), and battery systems, have seen their energy density, power density and recurring cost improve significantly over the past decade.

The fact that electric motors are less costly and less heavy means they are potentially much easier to integrate into an aircraft, whether that is a completely new design or an older design that could now realise its potential. For instance, it is much easier to hinge an electric cable than a rigid fuel pipe — along with the fact that from an electromagnetic point

of view an electric motor doesn’t care which orientation it is in — means tiltwing VTOL aircraft start to become more interesting.

These aircraft types can have a similar take-off and landing performance to a helicopter but, because of the improved ratio between lift and drag during cruise, they can have a cruise speed and range equivalent to a fixed wing aircraft.

Hybrid propulsion or all electric propulsion aircraft are providing the stimulus to transform how we travel. Airbus imagines a world where electric vehicles can lift off from the ground in a similar way to drones and transport people or goods across towns, cities and borders; where medical emergencies can have equipment and meds routed to them as the crow flies instead of around gridlocked city routes; where aircraft are in communication with each other and can choose the most efficient flight path to a disaster zone to drop vital supplies, medics or equipment.

Airbus announced $39.7 billion worth of new business during the 2017 Paris Air Show, with firm orders for 144 aircraft and MoUs for 182 others.

“Our commercial success at Paris extends our already diversified order backlog to a new industry record of over 6,800 aircraft, with 326 orders worth $40 billion,” said John Leahy, Chief Operating Officer, Customers, Airbus Commercial Aircraft.

Sales of the A320 Family were dominant, with 132 firm orders worth $14.7 billion, and MoUs for 174 aircraft worth $19.1 billion. In the wide body segment, Airbus won business for 20 aircraft worth $5.9 billion, comprising 12 firm orders worth $3.6 billion and MoUs for eight aircraft worth $2.3 billion.

Next year is Farnborough’s turn, then Paris again in 2019. We may not see orders for electric aircraft just yet, but it will be fascinating to see how orders for the C-Series affect these figures.

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Airbus Helicopters H160

A new chapter in helicopter design Carbon fibre reinforced PEEK prepreg rotor hub developed with Airbus Helicopters.

Airbus Helicopters, a division of the Airbus Group providing civil and military helicopter solutions, has developed the H160 helicopter as the first new member of the H generation of civil aircraft. First unveiled at the Heli-Expo, Florida in March 2015, the H160 is currently undergoing its flight test program, with planned service entry in 2018.

The H160 is a medium duty, twin-engine helicopter, with a capacity of 12 passengers, designed for operations in sectors such as oil & gas, air ambulance and coast guard roles as well as private business aviation services. Airbus Helicopters aims to offer clients more performance, safety and comfort with the new 160 as well as improving the overall cost effectiveness and operating efficiency. One of the key factors in delivering these requirements is a significant increase in the usage of composite materials in the H160 program.

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The H160 is the first civil helicopter to use a full composite material airframe structure, providing massive weight savings as well as producing a tough and more robust aircraft. Another key component, Airbus Helicopters’ proven Spheriflex bearingless main rotor hub, has been enhanced with the introduction of a unique thermoplastic composite technology developed with Porcher Industries.

Innovative thermoplastic composite solutions

Airbus Industries had previously introduced composite materials in its main rotor hubs with the Starflex hub, which used a thermoset resin based composite in place of the traditional metallic component. With the H160 being a completely new design from nose-to-tail, every component was evaluated and the target for the new rotor hub was to reduce weight, improve long

term performance and optimize damage tolerance.

A thermoplastic composite solution, and in particular a PEEK resin matrix, was selected as it provided significantly higher toughness and long term resistance to fatigue in the finished part. Another significant benefit of using a thermoplastic composite is that components can be recycled more easily at the end of their life, helping to meet environmental and sustainability targets for the program. PEEK composites also exhibit particularly high resistance to aviation fuel, hydraulic oil and other common flight service fluids, further reducing the maintenance requirements for the main rotor hub.

With the engineering design completed and resin matrix selected, the next challenge for Porcher Industries was to finalize the high temperature impregnation process, to ensure precise control of the mechanical properties of the finished carbon fibre reinforced prepreg. Porcher’s cutting-edge expertise in processing specific carbon fibres, and its ability to carefully control fibre sizing, allowed it to optimize the prepreg interface bonding and mechanical performance.

Test sections and prototype parts were subjected to a detailed set of mechanical tests which lead into a very stringent program of extended fatigue testing and monitoring. Happily, the Porcher Industries carbon fibre PEEK prepreg passed with flying colours, meeting the quality requirements of this safety critical application and receiving the green light for production

by Airbus Helicopters.

Thanks to the success of this partnership with Airbus Helicopters, the next generation of high performance thermoplastic composite parts for structural applications in aerospace is already under development. Porcher Industries is confident that this technology will also be applicable in other market sectors such as the automotive industry, and is looking forward to further challenging thermoplastic prepreg projects in the future.

www.porcher-ind.com

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UTC Aerospace systems Accelerating innovation When customers apply pressure to improve performance and cut costs, and regulators impose ever increasing environmental constraints, the aviation industry relies on innovation to square the circle. Martin Ashcroft examines how UTC Aerospace tackles the problem.

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eadquartered in Charlotte, North Carolina, UTC Aerospace Systems was formed by its parent company United Technologies Corporation in August 2012 by the combination of Goodrich Corporation and Hamilton Sundstrand. The company is now one of the world’s largest suppliers of aerospace and defence products, with approximately 160 sites operating in 25 countries, with 50 per cent of its sites outside the United States.

Although the Goodrich name was associated with tyres for many years, the tyre brand was sold to Michelin in 1988. Goodrich set about expanding its presence in aerospace with the acquisition of the aerostructures manufacturer Rohr in 1997. Other acquisitions followed, including Coltec Industries (1999), the Charlotte, North Carolina-based landing gear manufacturer, and TRW Aeronautical Systems in 2002. Goodrich itself was acquired by United Technologies Corporation in 2011, by which time its product range included aerostructures, actuation and landing systems and electronic systems (sensors, engine

“UTC Aerospace Systems (UTAS) is now engaged in the design, manufacture and service of systems and components for commercial, regional, business and military aircraft, helicopters and other platforms” control and electrical power systems and intelligence, surveillance and reconnaissance [ISR] systems).

Meanwhile, in 1999, United Technologies Corporation had also acquired the Sundstrand Corp, merging it with the UTC subsidiary Hamilton Standard to form Hamilton Sundstrand. With roots dating back to the founding of the Sundstrand Corp in 1905 and Hamilton Standard

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in 1910, Hamilton Sunstrand became one of the largest global suppliers of technologically advanced aerospace and industrial products with three major businesses, Aircraft Systems, Industrial and Energy, and Space and Defense. This then became UTC Aerospace Systems after the Goodrich acquisition in 2012.

UTC Aerospace Systems (UTAS) is now engaged in the design, manufacture and service of systems and components for commercial, regional, business and military aircraft, helicopters and other platforms. Its customers include the original equipment manufacturers of aircraft and helicopters, engine manufacturers, airlines, defense agencies and contractors. UTAS is also a major supplier to international space programs.

With such a diversity of customers and capabilities, UTC Aerospace Systems makes an astonishing number of products. A list of what it doesn’t make would probably use less paper than a catalogue of its systems and components. These can be found on every commercial aircraft from Airbus

utc aerospace systems accelerating innovation

“The company’s systems and components can be found on every commercial aircraft from Airbus and Boeing, including the Airbus A380 and Boeing 787 Dreamliner” and Boeing, including the Airbus A380 and Boeing 787 Dreamliner.

In addition, the company builds and develops advanced systems for the latest aircraft like the Airbus A350 XWB, Boeing 737 MAX, Bombardier C-Series and Comac C919.

UTC Aerospace Systems also caters for the needs of both jet and turboprop regional aircraft and the business segment, from high-speed corporate jets to workhorse crop duster aircraft, with products ranging from nacelles systems and deicing systems, to propeller systems, engine controls and fuel systems, as well as landing gear, custom lighting and interior finishes, crew seats and power management systems. Its customers in these sectors include major business and regional aircraft manufacturers such as ATR, Bombardier, Cessna, Dassault, Embraer, Gulfstream, Hawker Beechcraft, Mitsubishi, Piper and Sukhoi.

In the military field, UTC Aerospace Systems equips air, ground and naval platforms, both manned and unmanned, and its products can be found on some of the most important military platforms in service today, such as the Airbus A400M, Boeing C-17, Eurofighter Typhoon, Lockheed

Martin F-35, Northrop Grumman Global Hawk and the Virginiaclass submarine. Its diverse product array includes sensors the size of a thumbnail that can see in almost any condition, to lightweight landing gear strong enough to withstand carrier landings.

UTC Aerospace Systems is also a leading provider of advanced products and systems for commercial and military helicopters, with products including fly-by-wire flight controls, vehicle health management systems, rescue hoists, engine control systems and transmission systems for manufacturers like Agusta Westland,

Bell, Boeing, Eurocopter, MD Helicopters and Sikorsky.

The company is also involved in the development and production of advanced technologies for space and defence markets. It has wide ranging expertise, with products from space suits to low-cost satellites, space telescope optics and multispectral sensors that fly on stealthy aircraft. Other key products include missile guidance and actuation systems, tiny cameras that see through smoke and fog, and complex software systems that process intelligence data and deliver it in real-time to commanders in the field.

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Composite materials

Innovation in aerospace takes many forms, but the materials used to construct aircraft are among the most fundamental. The airframes of the first airplanes were made of wood, covered with canvas. To make them go faster and higher, metal took over from wood, but composite materials are now rapidly replacing metal because they have been developed to be lighter, stronger, more durable and require less maintenance.

In essence, a composite material is made from two or more constituent materials which, on their own, do not possess the properties required for use on an aircraft. When carbon fibres are locked into place with a plastic resin, however, then built up in multiple integrated layers and bonded, the airframe component has the strength and load-bearing properties that make it ideal for aviation use.

Crompton Technology Group (CTG), a UTC Aerospace Systems company based in Banbury in the UK, is a leader in the design, development and manufacture of advanced composite products and systems for the aerospace industry. Specialising in filament winding, the company has established an international reputation for its innovation, quality and successful development of composite solutions across a wide spectrum, including composite pipes and isolators, transmission shafts, and structural aircraft tie rods and struts.

Now occupying a brand new 137,000 square foot Composite Centre of Excellence, opened in 2013, CTG became part of UTC Aerospace Systems when UTC acquired Goodrich in 2012. Goodrich had taken over CTG in 2010. The new facility has united CTG’s existing six sites into one location, giving it at the same time an overall footprint increase of more than 90 per cent. The move enables CTG

to manufacture advanced composite products and systems in volume quantities more effectively across a range of high technology industries.

The layout was designed using lean principles which focus on material

flow and flexibility. Layout of the production area has been planned using value stream envelopes, enabling wasted space to be reduced by more than 30 per cent and linkage and flow improved by 50 per cent in comparison to the old sites.

The factory is very open and there is a clear line of sight which links easily with the offices to promote a culture of one united workforce.

In June of this year CTG was chosen to lead an industry consortium in a UK Government-led initiative to develop new composite materials for aviation use. The consortium also includes the National Composites Centre (NCC) and the National Composites Certification and Evaluation Facility (NCCEF) at the University of Manchester, as well as the machine builder Cygnet Texkimp, which has been awarded a grant of £200k to develop machinery to manufacture lighter, stronger materials and parts for the international aerospace market.

“In June of this year CTG was chosen to lead an industry consortium in a UK Government-led initiative to develop new composite materials for aviation use” The project is being driven by the need for manufacturers and their suppliers to meet increasingly stringent environmental regulations governing aerospace traffic and deliver more energy efficient aircraft.

Technologies developed as part of the project will be used to develop composite products including actuators, tie rods and struts.

“Our Composite Centre of Excellence is testament to the demand and drive for carbon fibre in aerospace,” said Stevens Francfort, Project Manager at CTG. “This exciting project is an opportunity for CTG to demonstrate our filament-winding expertise, and in doing so bolster our position at

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the forefront of this market, as the carbon fibre supplier of choice. We are on course to open an incredible amount of possible new applications, which will support the development of a new generation of aircraft that are more respectful to the environment and comply with stringent FAA regulations.”

Nacelles expansion

While acquisitions have given UTC Aerospace Systems a significant global footprint in the industry, there has been organic growth, too.

In August this year, in response to rising customer demand for its nacelle systems, the company unveiled a new 80,000-square foot manufacturing and nacelle assembly facility at its awardwinning campus in Foley, Alabama.

A nacelle system is the aerodynamic structure that surrounds a jet engine.

It includes the structure commonly referred to as engine cowling, and also encompasses other components such as the inlet cowl, fan cowl, thrust reverser, core cowl and exhaust system.

As the world’s leading supplier of nacelle systems, UTC Aerospace Systems Aerostructures constantly invests in critical research and development activities, such as advanced design, new material systems and manufacturing processes. These lightweight technologies are capable of making aircraft more environmentally friendly through increased fuel efficiency and significantly reduced engine noise.

The new facility at Foley is expected to add 250 jobs, increasing the workforce to over 1,000 employees.

It will feature a range of innovative manufacturing technology, including automated material movement to index large nacelle component platforms down the assembly line, an overhead rail system with vacuum lifts and an automated painting system.

These new advanced manufacturing systems, which have been piloted at other UTC Aerospace Systems' Aerostructures sites around the world, will greatly increase the efficiency of operations required to assemble and paint nacelle systems, as well as provide ergonomic benefits for employees.

The new building is LEED (Leadership in Energy and Environmental Design) certified by the US Green Building Council, and features a sanitation system that

incorporates rainwater collection.

As the third manufacturing building on the Foley campus, it will serve as a complement to the site's existing 230,000-square foot original equipment plant and 210,000-square foot MRO facility.

The Foley site assembles nacelles for integration with the Pratt & Whitney Geared Turbofan engine for a number of aircraft platforms, including the Airbus A320neo, Bombardier C Series, Mitsubishi Regional Jet and Embraer E-Jet E2. Pratt & Whitney, of course, is also a UTC company.

At the end of October, a milestone was reached with the delivery of the 100th podded propulsion system (a nacelle system integrated with an engine) from Foley to the Airbus final assembly line in Mobile, Alabama. The Foley plant began podding propulsion systems for the Airbus A320ceo (current engine option) in late 2015.

The milestone nacelle was podded with a CFM56 engine for an Airbus A321 for Delta Air Lines.

Aerostructures was selected by Airbus in 2011 to provide the full nacelle systems for the Pratt & Whitney PW1100G-JM that will power the A320neo (new engine option) for the life of the program. Podding for those engines is currently taking place at other Aerostructures facilities located near Airbus final assembly lines in Toulouse, France; Hamburg, Germany and Tianjin, China. Globally, the Aerostructures business has invested more than $500 million to build or expand six company sites in support of the A320neo nacelle industrial rampup for the life of the airplane program.

The Foley plant was recognized as one of six Best Plants in North America

by IndustryWeek in early 2017, and at the 2017 Paris Air Show, the Aerostructures business received the Airbus Supplier Support Rating for exceptional aftermarket support of airplanes.

Partnerships

Where acquisition is inappropriate, partnerships with other industry leaders can deliver strategic advantages. In June this year, at the Paris Air Show, UTC Aerospace Systems announced a collaborative effort with Northrop Grumman Corporation to launch a new era of coordinated technology development.

The two companies will align their technology investments on key

utc aerospace systems accelerating innovation

products and systems in order to develop and deliver advanced, affordable technologies to their joint customers. "This is the beginning of a shared vision built on customer needs, where we can create great value by aligning our efforts,” said Dave Gitlin, President, UTC Aerospace Systems. “This is all about accelerating innovation."

In January this year UTC Aerospace Systems signed a strategic supply and distribution agreement with VAS Aero Services, a global leader in aviation logistics and aftermarket services, to improve parts availability to meet growing customer demand.

"This agreement enables us to provide our customers with more comprehensive, cost-effective options for servicing mature aircraft through an expanded inventory of nearly 1 million high-volume parts," said Ajay Agrawal, Vice President, Aftermarket, UTC Aerospace Systems. "As a leading OEM, we're in the best position to help our customers receive aftermarket aircraft parts that are certified to meet our exacting quality standards."

VAS Aero Services’ inventory of in-demand parts is expected to translate to cost savings and improved efficiencies for UTC Aerospace Systems’ customers. Both companies have a global footprint with warehouses and distribution centres strategically positioned close to customers, allowing for quick turnaround and timely delivery of

“At the end of October, a milestone was reached with the delivery of the 100th podded propulsion system (a nacelle system integrated with an engine) from Foley to the Airbus final assembly line in Mobile, Alabama” parts.

At the Farnborough Air Show in July 2016, UTC Aerospace Systems - Electric Systems signed a memorandum of understanding with GKN Aerospace’s Fokker Technologies business unit to develop electrical integrated solutions for More Electric Aircraft (MEA). Both parties complement each other by bringing together their expertise on electric systems and electrical wiring interconnection systems (EWIS).

Both companies have a proven track record and leading positions in their technical domains. UTC Aerospace Systems - Electric Systems is a specialist in electrical power generation, distribution and control for commercial and military aircraft.

GKN Aerospace is a leader in the design and manufacture of EWIS. The two companies will work together on collaborative integrated research, development and design of optimized electrical integrated solutions.

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Striving for Excellence

Aeronamic designed the APU Load Compressor and is the exclusive manufacturer and maintenance provider of this system for the US Air Force Boeing KC-46A Pegasus aerial refueling tanker.

For the F-35 Lightning II Aeronamic supplies the revolutionary APU starter/generator; an essential part of the Power & Thermal Management System.

Our business is the design, production, testing and repair & overhaul of highly complex turbo machinery, motor driven systems and critical high-precision components for the aerospace industry.

Focussing on the technology development for next generation electrical machines and electronic control units we achieve low weight, low manufacturing cost and high reliability.

Planthofsweg 79, 7601 PJ Almelo, The Netherlands +31 546 545 570 - info@aeronamic.com www.aeronamic.com

utc aerospace systems accelerating innovation

Suppliers

UTC employs its operating system Achieving Competitive Excellence (ACE) to foster a culture of continuous improvement, so it can achieve the highest levels of performance in every process, from developing new products to finding better ways to serve its customers. ACE has three elements: culture, tools and competency. The daily interaction of each element is what makes it an operating system. Results focus on perfect quality, on-time delivery, highly engaged employees working in a safe environment, and best-in-class financial returns.

Supplier performance is an essential element of the strategy to develop a world-class, integrated supply chain, and supply chain management, process improvements and value engineering are the key elements of this strategy.

The UTC approach to value engineering includes reducing product cost as well as reducing the cost of

“Suppliers demonstrate process improvements through the use of the UTC Supplier Gold quality program, ACE and lean manufacturing principles” doing business and associated nonvalue-added activities. Supply chain management includes consolidation of the supply base, selection of preferred suppliers, global sourcing, supplier quality and development, and implementation of robust business agreements.

All UTC companies therefore work closely as partners with their suppliers, providing them with the resources to ensure excellence, including access to the ACE operating system for quality and continuous improvement.

Suppliers are critical business partners,

expected to meet UTC’s expectations for business practices, environmental responsibility and operational excellence, and to demonstrate the same high standards for quality, delivery, cost and customer satisfaction that UTC places on itself. Suppliers demonstrate process improvements through the use of the UTC Supplier Gold quality program, ACE and lean manufacturing principles.

The Supplier Gold program is a key component of sustained supplier performance. Achieving UTC Supplier Gold is a distinction that brings suppliers considerable benefits and recognition, not least of which are the improvements in operating performance that enable further growth. Suppliers also gain recognition across the Group, as the UTC Supply Management Council – comprising the vice president of Supply Management from each of UTC’s businesses – is engaged in the Gold certification process.

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The Taiwan-based Asian Compressor Technology Services Company Limited (ACTS), currently being taken over by the Scottish group MB Aerospace, has been operating at UTC Supplier Gold status for over five years.

This status is an attractive asset for any potential acquisition target.

Trelleborg Sealing Solutions, a leading global developer, manufacturer and supplier of precision seals and bearings, announced last year that its Colmar Aerospace Hub East had been awarded UTC Supplier Gold status. The announcement revealed the Supplier Gold program requires suppliers to achieve such performance objectives as: • Zero escapes (quality rejections) for the last 12 months, •

100% on-time deliveries for the last 12 months.

•

A score of six or greater for customer satisfaction (out of seven)

•

A score of 80% or greater on the Supplier Health Assessment in all categories, plus zero gold question gaps.

“The company also develops advanced technologies for space and defence markets, with products from space suits to low-cost satellites, missile guidance and actuation systems, space telescope optics and multispectral sensors that fly on stealthy aircraft”

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utc aerospace systems accelerating innovation

“Together, Rockwell Collins and UTC Aerospace Systems will enhance customer value in a rapidly evolving aerospace industry by making aircraft more intelligent and more connected”

L&T Technology Services, headquartered in India, was conferred with the prestigious UTC Supplier Gold title in 2016, after earning UTC Aerospace Systems’ annual Global Engineering Productivity Improvement Award.

Dr. Keshab Panda, CEO and Managing Director of L&T Technology Services acknowledged the role his customer had played in his own company’s development. “UTC has continuously guided us through deep engagement in innovation that has helped establish us as the engineering services provider of choice for our customers.”

Speaking on the impressive performance, Natalia Khandros, Strategic Sourcing Manager, Global Engineering at UTC Aerospace Systems said, “UTAS Engineering always strives to advance our products capabilities and deploys innovative ideas to improve products and processes. Our suppliers help us to be successful and their ability to be creative and innovative helps with our success as well. L&T Technology Services had an exceptional performance in 2014 and delivered the highest percentage in productivity improvements. Their dedication to creativity and out of the box thinking delivered 6.4% in productivity improvement. This is a great accomplishment and UTAS

Engineering is grateful to have such a strong partner in L&T Technology Services.”

One more acquisition

In September this year United Technologies announced an agreement to acquire Rockwell Collins, recognized for its leading-edge avionics, flight controls, aircraft interior and data connectivity solutions for commercial and military customers.

"This acquisition adds tremendous capabilities to our aerospace businesses

“We are on course to open an incredible amount of possible new applications, which will support the development of a new generation of aircraft that are more respectful to the environment and comply with stringent FAA regulations” and strengthens our complementary offerings of technologically advanced aerospace systems," said UTC Chairman and Chief Executive Officer Greg Hayes. "Together, Rockwell Collins and

UTC Aerospace Systems will enhance customer value in a rapidly evolving aerospace industry by making aircraft more intelligent and more connected."

The purchase price implies a total equity value of $23 billion and a total transaction value of $30 billion, including Rockwell Collins' net debt.

The transaction is projected to close by the third quarter of 2018, subject to approval by Rockwell Collins' shareowners, as well as other customary closing conditions, including the receipt of required regulatory approvals.

This latest deal will be both a game changer and a name changer, as upon completion of the transaction, Rockwell Collins and UTC Aerospace Systems will be integrated to create a new business unit named Collins Aerospace Systems. Kelly Ortberg, Chairman, President and Chief Executive Officer of Rockwell Collins, will assume the role of Chief Executive Officer.

"We have demonstrated we can successfully integrate large acquisitions into our business and I have full confidence that the team has the capability to do it again," said Greg Hayes. "Once we have completed the integration of Rockwell Collins and made progress towards reducing leverage back to historical levels, we will have an opportunity to explore a full range of strategic options for UTC."

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BOEING A HUNDRED YEARS OF FLIGHT

While the first powered flights were measured in feet, and were over in a matter of seconds, modern aircraft can now carry 500 people at a time all around the planet in the lap of luxury. Having recently celebrated its centenary, Boeing has helped to shape the way we fly, from flying boats to supersonic jets.

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F

ounded by William E. Boeing as Pacific Aero Products Co in Seattle, Washington in 1916, The Boeing Company is now the world's largest aerospace company, and the biggest manufacturing exporter in the United States.

Renamed Boeing Airplane Company in 1917, the enterprise built seaplanes (or ‘flying boats’) for the US Navy during World War I. The company was headquartered in Seattle until 2001, when it relocated to Chicago, but the centre of its manufacturing activities remains in Washington State.

As well as the commercial aircraft we are all familiar with, Boeing is also a leading producer of military aircraft, helicopters, satellites, missiles and advanced information and communications

“The Boeing Company is now the world's largest aerospace company, and the biggest manufacturing exporter in the United States”

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systems, its position in these markets significantly strengthened by the acquisition of the aerospace and defence units of Rockwell International Corporation in 1996 and the merger with McDonnell Douglas Corporation in 1997.

Boeing continues to expand its product lines and services to meet emerging customer needs, and its sales continue to break records. At this year’s Paris Air Show, commercial customers announced incremental orders and commitments for 571 Boeing airplanes, valued at nearly $75 billion at list prices. Boeing also revealed its 2017 Current Market Outlook at the show, raising its 20year outlook to more than 41,000 new airplanes, valued at $6.1 trillion.

boeing a hundred years of flight Boeing 737

In Paris, Boeing launched the 737 MAX 10, the latest member of the 737 MAX family, with more than 361 orders and commitments from 16 customers worldwide. The 737 MAX 10 is said to be the industry's most efficient and profitable single-aisle airplane, but the basic 737 model has been around for a good many years. In fact, as the Boeing Company celebrates its 100th anniversary, the 737 celebrates its 50th.

The Boeing 737 MAX 9 featured in the Paris flying display, but its original ancestor, the first production 737-100, was handed over to German national airline Lufthansa in a ceremony at Boeing Field on 28 December 1967. By 1987, the Boeing 737 was the most ordered aircraft in commercial history.

The Boeing name was synonymous at the time with big multi-engine jet airplanes, so when the company announced its new single aisle commercial twinjet, the 737, it quickly earned the nickname ‘Baby Boeing.’

The Boeing Business Jet (BBJ), launched in 1996 as a joint venture between Boeing and General Electric and designed for corporate and VIP applications, is a high-performance derivative of the 737-700.

The BBJ 2, announced in October 1999, is based on the 737-800 and has 25 per cent more cabin space and twice the cargo space of the original BBJ. The 737 also serves as a platform for military derivatives, including airborne early warning and control (AEW&C). The 737-200 has been modified as a T-43 navigator trainer for the US Air Force and the 737 also provides a platform for the US Navy P-8A Poseidon, a long-range maritime patrol and reconnaissance aircraft.

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“In Paris, Boeing launched the 737 MAX 10, the latest member of the 737 MAX family, with more than 361 orders and commitments from 16 customers worldwide”

Having exhausted all the suffix numbers from 100-900, Boeing needed a new identity for the next incarnation of this still-popular aircraft. We now have the 737 MAX, Boeing’s newest family of single-aisle airplanes, including the 737 MAX 7, 737 MAX 8, 737 MAX 9 and the 737 MAX 200, a new variant based on the 737 MAX 8.

The 737 MAX has a more efficient structural design, lower engine thrust and lower maintenance requirements, designed to give customers substantial cost savings. It incorporates the latest technology CFM International LEAP1B engines to reduce operational noise, and emissions will be approximately 50 per cent below the International Civil Aviation Organization’s limits for nitrogen oxides.

The entire 737 MAX family has been designed to offer customers exceptional performance, flexibility and efficiency, with lower per-seat costs and an extended range that will open up new destinations in the single-aisle market.

The 737 MAX is the fastest selling airplane in Boeing history. The first MAX variant, the 737 MAX 8, has entered commercial service and will followed by the MAX 9, MAX 7 and the MAX 10, which will be introduced in the 2020 time frame.

In July 2012, the 737 became the first-ever commercial jet airplane to surpass 10,000 orders. By 2014, Boeing was building 42 737s at its Renton, Washington, factory every month, and planning to increase the rate to 52 per

Boeing 737 MAX

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month in 2018 to meet continuing demand.

Production facilities

Boeing’s 737 factory in Renton is said to be the most efficient airplane factory in the world. More than 11,600 commercial airplanes (707, 727, 737, and 757) or about 30 per cent of the worldwide fleet flying today, were built in Renton. From the time a fuselage enters the factory, it takes 10 days to complete an airplane.

The Renton Site is synonymous with aviation history, with its roots dating back to WWII. In 1954, the factory produced one of the most important airplanes in aviation history – the Boeing Dash 80, an ancestor of the 707 – the world’s first commercial jet

“In May 1967, Boeing employees moved into a new factory built beside Paine Field near Everett, Washington.

Thirteen months later, the group that became known in aerospace legend as ‘The Incredibles’ rolled out the Boeing 747” airplane that opened the gateway to international travel.

In May 1967, Boeing employees moved into a new factory built beside Paine Field near Everett, Washington.

Thirteen months later, the group that became known in aerospace legend as ‘The Incredibles’ rolled out the Boeing 747. The Everett site is heralded as having the largest manufacturing building in the world, producing the 767, 777, and the 787 airplanes, as well as the 747.

The Boeing 747, of course, is the original ‘jumbo jet’, with its distinctive upper-deck profile, and still among the fastest airliners in service. With derivatives now including the most recent Boeing 747-8 Intercontinental and 747-8 Freighter, these new, high-capacity 747s offer airlines the lowest operating costs and best economics of any large passenger or freighter airplane in their class – while providing enhanced environmental performance.

Both airplanes represent a new benchmark in fuel efficiency and noise reduction, allowing airlines to lower fuel costs and fly into more airports at more times of the day. The 747- 8 gives doubledigit fuel improvements over the 747-400 and has a 30-per cent smaller noise footprint.

With a range of 8,000 nautical miles (14,815 km), the 747-8 Intercontinental can connect nearly any major city pair in the world.

boeing a hundred years of flight

Boeing South Carolina is home to the company's second 787 Dreamliner final assembly and delivery facility.

The site also fabricates, assembles and installs systems for rear fuselage sections of the Boeing 787 Dreamliner and joins and integrates mid-body fuselage sections. Completed aft and mid-body sections are delivered to final assembly in Everett, Washington, via Dreamlifter, or are moved across the campus to final assembly in North Charleston, South Carolina.

Boeing South Carolina builds all three versions of the 787 – the 787-8, 787-9, and the newest and longest member of the family, the 787-10.

Boeing South Carolina began in 2004 as two companies; Vought Aircraft Industries, Charleston Operations and Global Aeronautica LLC. Global Aeronautica was a joint venture formed by Alenia North America and Vought in support of the Boeing 787 Dreamliner program. Boeing purchased Vought's share of Global Aeronautica in June 2008,

and then acquired Vought's North Charleston operations in July 2009.

Boeing Charleston (now Boeing South Carolina) became a full Boeing site after the purchase of Alenia's portion of Global Aeronautica in December 2009.

On the north campus, at the Interiors Responsibility Center South Carolina, teammates manufacture 787 interior parts, including stow bins, closets, partitions, class dividers, overhead flight-crew rests, video-control stations and attendant modules for 787s assembled in South Carolina.

In 2014, the north campus expanded with the opening of the Boeing Research & Technology Center, which focuses on advanced manufacturing technology and composite fuselage manufacturing. Propulsion South Carolina opened at the same time, for the design and assembly of the 737 MAX engine nacelle inlet. The Propulsion South Carolina team also designs the 737 MAX engine nacelle fan cowl and the 777X nacelle.

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“The 787-10 is being built exclusively in North Charleston. The first model rolled out of the South Carolina factory in February this year in front of US President Donald Trump and thousands of employees, VIPs, customers and suppliers”

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boeing a hundred years of flight

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“Composite materials have many advantages. They allow a lighter, simpler structure, which increases airplane efficiency, reduces fuel consumption and reduces weight-based maintenance and fees”

Boeing 787-10 Dreamliner

In October 2009, Boeing selected the North Charleston site for a new 787 Dreamliner final assembly and delivery line. The first airplane built in South Carolina rolled out of final assembly on 27 April 2012, took its first flight on 23 May 2012, and was delivered to Air India on 5 October 2012.

The Boeing 787 Dreamliner is the family of new, super-efficient airplanes that brings big-jetliner comfort and economics to the middle of the market. The 787 incorporates advanced composite materials, systems and engines to provide superior passenger comfort and unprecedented performance, including a 20-per cent improvement in fuel efficiency and emissions over the aircraft they replace.

Three members of the 787 family – the 787-8, 787-9 and 787-10 – are designed to serve the 200- to 330-seat market on flights as long as 8,500 nautical miles (15,750 km) in threeclass seating. The first 787 built in Everett made its inaugural flight in December 2009, with first delivery of the 787-8 in September 2011 to launch customer ANA. Boeing delivered the second member of the family, the 787-9, to launch customer Air New Zealand in June 2014. Development continues of the third and longest 787, the 787-10, which completed its first

flight in March 2017 and is scheduled to enter commercial service in 2018.

As a stretch of the 787-9, the 787-10 will fly 330 passengers up to 6,430 nautical miles (11,910 km) with 25 per cent better fuel and emissions than the airplanes it will replace.

The 787-10 is being built exclusively in North Charleston. The first model rolled out of the South Carolina factory in February this year in front of US President Donald Trump and thousands of Boeing South Carolina employees, VIPs, customers and suppliers. “What’s happening here at Boeing South Carolina is a true American success story,” said Boeing Chairman, President and CEO Dennis Muilenburg. “In just a few short years, our team has transformed a greenfield site into a modern aerospace technology and production facility.”

Before speaking to the crowd, President Trump met with South Carolina production teammates to discuss the manufacturing process. “We’re here to celebrate American engineering and American manufacturing,” he said. “As your president I will do everything I can to unleash the power of the American spirit.”

The materials selected for the 787 Dreamliner provide the lowest operating costs over the life of the

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airplane. Selecting optimum materials means analysing every area of the airframe to determine the best solution based on the operating environment and loads experienced over the life of the aircraft.

The chief breakthrough material technology on the 787 is the increased use of composites. The 787 is 50 per cent composite by weight, with a majority of the primary structure made of composite materials, most notably the fuselage.

Composite materials have many advantages. They allow a lighter, simpler structure, which increases airplane efficiency, reduces fuel consumption and reduces weightbased maintenance and fees. They do not fatigue or corrode, which reduces scheduled maintenance and increases productive time. Composites resist impacts better than metal and are designed for easy visual inspection.

Minor damage can be repaired at the gate in less than an hour. Larger damaged sections can be repaired exactly like today's aircraft, through bolted repairs, or using a bonded repair.

Boeing 777X

Another new plane in development, to be assembled at the Everett plant, is the 777X, the largest two-engine

jetliner in the world, carrying up to 425 passengers, and powered by GE9X turbofan engines.

Production of some parts for the program’s static-test airplane has already begun in preparation for final assembly next year. The flight-test program is planned for 2019, followed by first delivery in 2020.

Construction is well under way at Everett on the 1.3 million-squarefoot (121,000-square-metre) state of the art Composite Wing Center, in which Boeing has invested more than $1 billion, and which will produce the largest wing the company has ever built. With a 235-foot wingspan, the tips of the wings fold up so that airports can accommodate their width.

In the main factory, the 777X will initially be built on in-work, low-rate initial production lines to ensure that today’s 777 line is not disrupted until production is later moved to the main line. Those main lines have dramatic new looks, with some work transitioning to prepare for the 777X. Legacy ‘monument’ tooling, used to build wings in a vertical position, is being replaced by a horizontal build line, based on successful implementation on the 737 programme in Renton. Instead of cranes and scaffolding-like structures, computer-controlled automated guided vehicles will be used to position wings and fuselage sections for wing-to-body join.

The cabin interior of the 777X is inspired by the comforts and conveniences of the 787 Dreamliner and includes larger windows, a wider cabin, new lighting and enhanced architecture. Innovation on the flight deck includes touchscreens in the forward displays, a first in the air

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transport industry.

Despite major differences from its highly successful predecessor, progress on the 777X and its revolutionary production system is on schedule and will be ready for its fast-approaching development milestones, according to programme leaders. “We have surpassed 70 per cent completion on detailed design, and our production system is alive and well and producing production parts,” said Eric Lindblad, 777X vice president and general manager. “With delivery of the first 777X in 2020, we have positioned ourselves so that if our customers have a desire to take delivery a little early, we can support them.”

Boeing is also expanding the parts facility in Montana that it acquired in 2010. With a new 90,000 squarefoot facility, Boeing Helena is set to install new machine tools to fabricate critical titanium parts for the 777X. Now more than 257,000 square feet, Boeing Helena has become a vital part of the supply chain, specializing in complex machining of hard metals for all of Boeing’s commercial aircraft models. The new parts machined in Helena for the 777X will include side-of-body chords, and terminal end fittings which connect the wings to the fuselage.

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Boeing 767

The Boeing 767 family includes the 767-300ER (extended range) and the 767 Freighter. Sized between the singleaisle 737 Next Generation and the twin-aisle 777, the versatile 767 has earned a reputation among airlines for its profitability and comfort. The 767 Freighter offers excellent fuel efficiency, operational flexibility, low-noise levels and an all-digital flight deck.

Built in Everett, alongside the 747, The Boeing 767 is a wide-body, double-aisle jet carrying from 200 to 300-plus passengers. Like the smaller standard-body 757, it was designed for fuel efficiency. The 767-200ER entered service in 1984, the first commercial twin jet to fly regular routes across the Atlantic.

The legacy of the 767, however, is enhanced by a military derivative. In February 2011, it was decided that Boeing would build 179 tankers for the US Air Force, to replace its KC-135 tanker program. Designated KC-46 Pegasus, the new aircraft is based on the 767-2C, a freighter version of the 767-200ER, making the 767 the only Boeing product that serves the freighter, passenger and tanker markets.

The KC-46A Pegasus is a wide-body, multirole tanker that can refuel all US, allied and coalition military aircraft compatible with international aerial refuelling procedures and can carry passengers, cargo and patients. The first flight was successfully completed in September 2015, and delivery is expected to begin this year.

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boeing a hundred years of flight “Construction is well under way at Everett on the 1.3 million-squarefoot (121,000-square-metre) state of the art Composite Wing Center, in which Boeing has invested more than $1 billion, and which will produce the largest wing the company has ever built”

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“This latest upgrade for the Chinook fleet is a tribute to the robustness of its original design and exemplifies its 55-year legacy of technological advancements”

Defense, Space & Security

Boeing’s Defense, Space & Security business unit is one of the world's largest defense, space and security businesses, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Missouri, Defense, Space & Security is a $31 billion business with 53,000 employees worldwide.

Boeing’s expertise spans a broad range of products. Fighter jets, rotorcraft, embedded product support, cyber-security products, surveillance suites, advanced weapons, missile defence and commercial aircraft derivatives all fit in Boeing’s portfolio.

Deployed by the US Navy since 2013, the P-8A Poseidon is an aircraft designed for long-range anti-submarine warfare, anti-surface warfare and intelligence, surveillance and reconnaissance missions. The P-8 is a commercial derivative aircraft, a process whereby a commercial airplane is converted for military purposes. A derivative of the NextGeneration 737-800, the P-8A combines superior performance and reliability with an advanced mission

system that ensures maximum interoperability in the future battle space.

The 737-based P-8 journey begins in Wichita, Kansas where the 737800 aircraft fuselage is built at Spirit AeroSystems and then travels by rail to the Boeing Commercial Airplanes 737 factory in Renton, Washington. There it joins a 737 production line dedicated to P-8 aircraft where it receives its wings, tail, engines and is readied for military systems.

Everyone loves the Chinook helicopter, and so, too, it seems, does the US Army, with a series of technology and capability upgrades for the H-47 in the pipeline. An improved drivetrain will transfer greater power from the engines to the all-new, fully composite, swept-tip Advanced Chinook Rotor Blades, which have been engineered to lift 1,500 additional pounds on their own. The current configuration of six fuel tanks – three on each side – will become two, allowing the aircraft to carry more fuel and shed weight. Additionally, the fuselage’s structure will be strengthened in critical areas to allow the aircraft to

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carry additional payload.

“This latest upgrade for the Chinook fleet is a tribute to the robustness of its original design and exemplifies its 55-year legacy of technological advancements,” said Chuck Dabundo, vice president, Cargo Helicopters and program manager, H-47. “The fact that the US Army continues to use and value this platform and they are intending to continue to upgrade it to keep it flying for decades to come is a testament of the capabilities the Chinook team continues to bring.”

Boeing will begin building the test aircraft next year. The test program begins in 2019 and first delivery of the Block II Chinook is expected in 2023.

Eventually, the Army will upgrade more than 500 Chinooks to Block II configuration.

The AH-64 Apache is the world’s most advanced multi-role combat helicopter and is used by the US Army and a growing number of international defence forces. Boeing has delivered more than 2,200 Apaches to customers around the world since the aircraft entered production in the 1980s. The first AH-64A was delivered to the US

boeing a hundred years of flight “Boeing has delivered more than 2,200 Apaches to customers around the world since the aircraft entered production in the 1980s”

Picture courtesy of Paul Howe Photography

Army in January 1984.

In March this year Boeing and the US government signed a five-year, $3.4 billion contract through which the Army, and a customer outside the US, will acquire the latest Apache attack helicopter at a significant saving to taxpayers. This is the first multiyear agreement for the Apache ‘E’ variant. The Army will receive 244 remanufactured Apaches while 24 new ones will go to the international customer. Boeing builds the Apache in Mesa, Arizona. Deliveries of the ‘E’ model began in October 2011. Seven customers outside the US have ordered this variant.

Picture courtesy of Paul Howe Photography

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“As well as commercial aircraft, Boeing is also a leading producer of military aircraft, helicopters, satellites, missiles and advanced information and communications systems”

Picture courtesy of Paul Howe Photography

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Nicknamed ‘The Bone’, the B-1B Lancer is a long-range, multi-mission conventional bomber, which has served the United States Air Force since 1985. Originally designed for nuclear capabilities, the B-1 switched to an exclusively conventional combat role in the mid 1990s. In 1999, during Operation Allied Force, six B-1s flew 2 per cent of the strike missions, yet dropped 20 per cent of the ordnance.

The B-1 has been nearly continuously deployed in combat operations over Afghanistan and Iraq since 2001.

The Boeing B-52 bomber is in its fifth decade of operational service. It primarily provides the United States with immediate nuclear and conventional global strike capability.

The B-52H is the most combat capable bomber in the US inventory. Due to its high mission-capable rate, long range, persistence and ability to employ accurate standoff weapons and Joint Direct Attack Munitions, the B-52H continues to be a major contributor to the US and allied forces.

The bomber is regularly upgraded to feature the latest

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technological advantages, most recently being equipped with enhanced internal weapons bay launchers allowing the B-52 to carry GPS-guided or ‘smart’ weapons in the weapons bay for the first time. The fleet had previously been fitted with Boeing’s Combat Network Communications Technology, known as CONECT. The B-52 bomber was built during the Cold War, but CONECT provides 21st century digital capabilities that give the bomber the agility and flexibility needed for the modern battlefield.

When it comes to fighter jets, the F-15 is the backbone for the US Air Force’s air superiority and homeland defence missions. A twin-engine, all weather fighter, its proven design is undefeated in air-to-air combat, with more than 100 aerial combat victories. Its two engines provide 58,000 pounds of thrust, which enable the F-15 to exceed speeds of Mach 2.5. Boeing has built more than 1,600 of the aircraft for six countries around the world, providing unparalleled interoperability.

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‘The Bone’ - B-1B Lancer

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“The Boeing B-52 is in its fifth decade of operational service, but is constantly updated with the latest technology. The B-52 was built during the Cold War, but now has 21st century digital capabilities that give the bomber the agility and flexibility needed for the modern battlefield”

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The F/A-18 Super Hornet is another twin-engine, supersonic, all weather multirole fighter jet that is capable of landing and taking off from an aircraft carrier. Boeing offers a suite of upgrades to the F/A-18 Super Hornet, including conformal fuel tanks, an enclosed weapons pod, an enhanced engine and a reduced radar signature. These capabilities, along with other advanced technologies, offer US and international customers a menu of next-generation capabilities to outpace future threats affordably.

When it comes to fighter jets, the F-15 is the backbone for the US Air Force’s air superiority and homeland defence missions. A twin-engine, all weather fighter, its proven design is undefeated in air-to-air combat, with more than 100 aerial combat victories. Its two engines provide 58,000 pounds of thrust, which enable the F-15 to exceed speeds of Mach 2.5. Boeing has built more than 1,600 of the aircraft for six countries around the world, providing unparalleled interoperability.

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boeing a hundred years of flight

“The F-15 is the backbone for the US Air Force’s air superiority and homeland defence missions. A twin-engine, all weather fighter, its proven design is undefeated in air-to-air combat”

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A variant of the F/A-18F Super Hornet, the EA-18G Growler provides tactical jamming and electronic protection to US military forces and allies around the world.

The Boeing C-40A Clipper is a military version of the Boeing 737700C airline transport, used by both the United States Navy and Air Force.

Ordered to replace the Naval Reserve fleet of C-9B Skytrain aircraft, the Navy C-40A variant is named ‘Clipper’, whereas the USAF C-40B/C variants are officially unnamed. Designed to offer mission flexibility, the C-40A can be configured to carry all-passengers, all-cargo, or a combination of both.

The first C-40A was delivered to the US Navy in April 2001.

A high-wing, four-engine, T-tailed military transport aircraft, the multiservice C-17 Globemaster can carry large equipment, supplies and troops directly to small airfields in harsh terrain anywhere in the world. The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions. It has delivered cargo in every worldwide operation since the 1990s.

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boeing a hundred years of flight

“On 1 July 2017 Boeing launched its third major business unit, Boeing Global Services, to run alongside Commercial Airplanes and Defense, Space & Security. The new dedicated services business focuses on the needs of government, space and commercial customers worldwide” The final Boeing C-17 Globemaster III military airlifter left the company’s plant in Long Beach, California in November 2015, marking the official end of aircraft production in Long Beach, although Boeing will continue to service the worldwide C-17 fleet, providing support, maintenance and upgrades.

Boeing Global Services

On 1 July 2017 Boeing launched its third major business unit, Boeing Global Services, to run alongside Commercial Airplanes and Defense, Space & Security. The new dedicated services business focuses on the needs of government, space and commercial customers worldwide.

Boeing Chairman, President and CEO Dennis Muilenburg announced the formation of Global Services in November 2016 to expand Boeing's share commercial and government services market worth an estimated $2.6 trillion over the next decade.

"Aerospace services represents one of our biggest growth opportunities for the future," said Muilenburg. "Standing up Global Services will accelerate our capabilities across all Boeing services and support areas—from our traditional parts, modifications and upgrades business to strengthening our data analytics and informationbased offerings. Our services expertise, the global reach of our business, and our strong customer partnerships have us well positioned to compete and win in this important sector."

Boeing has been working since November to fully define and structure the integrated new business, which combines key capabilities of the company's former Commercial Aviation Services and Global Services & Support groups. Led by President and CEO Stan Deal, Global Services will bring service solutions to customers in four key capability areas: supply chain; engineering, modifications & maintenance; digital

aviation & analytics, and training & professional services.

Global Services, headquartered in the Dallas area, was formed by integrating the services capabilities of the government, space and commercial sectors into a single, customer-focused business.

With space activities including Phantom Express, a collaboration with the US Defense Advanced Research Projects Agency to design, build and test a technology demonstration vehicle for the agency’s Experimental Spaceplane (XS-1) program, and Boeing's Crew Space Transportation (CST)-100 Starliner spacecraft, being developed in collaboration with NASA's Commercial Crew Program for NASA service missions to the International Space Station, Boeing is already beginning to shape the next 100 years of flight.

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Lockheed Martin is a global security and aerospace company engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, including missiles, rockets, space vehicles and communications systems. It is the suite of military aircraft, however, that captures the imagination, and none more so than the latest jet, the ultimate fighter, the F-35.

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L

ockheed Corporation and Martin Marietta, two distinguished aerospace companies with origins in California over 100 years ago, combined in March 1995 in “a merger of equals” to form Lockheed Martin. Now headquartered in Bethesda, Maryland, the company has become one of the world’s major aerospace, defense, security and advanced technologies companies. Its list of legendary products includes the C-130 Hercules and F-16 Fighting Falcon (Lockheed) and the Space Shuttle External Tank and Viking 1 and 2 Mars landing craft (Martin Marietta).

The majority of Lockheed Martin’s business is with the US Department of Defense and US federal government agencies. Sikorsky (a Lockheed Martin company) provides military and rotarywing aircraft to all five branches of the US armed forces along with military services and commercial operation in 40 countries. The remaining portion of Lockheed Martin’s business comprises international government and commercial sales of products, services and platforms.

Lockheed Martin’s operating units are organized into four broad business areas, aeronautics, missiles and fire control, rotary and mission systems, and space. Lockheed Martin Aeronautics, home of the world renowned Skunk Works, has been designing, building and sustaining the finest military aircraft in the world for more than 100 years.

The business unit is headquartered in Fort Worth, Texas, with additional production and operations facilities in Clarksburg, West Virginia; Greenville, South Carolina, Johnstown, Pennsylvania; Marietta, Georgia;

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Meridian, Mississippi; Palmdale, California; and Pinellas Park, Florida.

Lockheed Martin Missiles and Fire Control (MFC) is a recognized designer, developer and manufacturer of precision engagement systems for the US and allied militaries, including missiles, rockets, manned and unmanned systems.

Lockheed Martin Rotary and Mission Systems provides surface, air and undersea applications for US military as well as intelligence, civil, commercial and international military customers.

Its portfolio features more than 1,000 programs, including helicopters, integrated air and missile defense, undersea warfare, radar, electronic warfare, cyber solutions and training and logistics systems.

Lockheed Martin Space Systems is developing advanced capabilities to usher in a new era of exploration, traveling deeper into space than ever before, where greater discoveries await and where future generations will be inspired. Lockheed Martin is developing a variety of spacecraft that

lockheed martin redesigning flight will explore planets and asteroids in our solar system. These capabilities will help scientists and researchers gain new insights about the solar system, universe, Earth and life origins.

Aircraft legacy

Lockheed Martin’s aircraft leadership is earned through relentless research and development of high-performance combat, air mobility and reconnaissance and surveillance aircraft, the continuous search for innovative, low-cost design and manufacturing strategies and the provision of world-class training, focused logistics support and advanced targeting and navigation technologies.

Lockheed Martin puts everything together to create an integrated system of systems where the value of the whole is greater than sum of its parts.

The F-35 brings advanced technology to every stage of the aircraft life cycle.

From production techniques to testing methodologies and from pilot and maintainer training to sustaining the global fleet, the Lightning II is the culmination of decades of experience in fighter technology.

We’ll talk in detail about all that in due course, but let’s first give it some

perspective by looking at a few of the achievements and landmarks of the first 100 years.

Conceived in 1943, the Skunk Works division—a name inspired by the comic strip Li’L Abner—was formed

by Lockheed’s chief engineer, Clarence ‘Kelly’ Johnson, to build America’s first jet fighter to combat German jets in Europe. Creating a blueprint for future Skunk Works projects, the mission was secretive and the deadline was remarkably tight. Johnson promised a prototype in 150 days, but his engineers turned it out in 143 days, creating the P-80 Shooting Star, a sleek, lightningfast fighter that went on to win history’s first jet-versus-jet dogfight over Korea in 1950.

Just four years later, amidst growing fears over a potential Soviet missile attack on the United States, Skunk Works engineers created the U-2, the world’s first dedicated spy plane. It cruised at 70,000 feet, snapping aerial photographs of Soviet installations. This vital reconnaissance, unobtainable by other means, averted a war in Europe and a nuclear crisis in Cuba.

But high altitude was not enough.

By 1960, Soviet radar and surface-to-

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“During Operation Desert Storm, more missions were flown by F-16s than any other aircraft”

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air missile technology had caught up with the U-2. President Eisenhower needed something quicker, stronger, and more elusive. Using sheets of titanium coated with heat-dissipating black paint, engineers created the SR-71 Blackbird. On 3 July 1963, the plane reached a sustained speed of Mach 3 at an astounding 78,000 feet, and remains the world’s fastest and highest-flying manned aircraft.

Though lightning-fast, the Blackbird was not invisible. By 1973, Pentagon officials were calling for the creation of an attack aircraft that could fly undetected past enemy radar. Building on obscure research that showed radar beams could be diverted by angled triangular panels, the Skunk Works team designed the F-117 Nighthawk.

Unusual looking and aerodynamically challenged, the Nighthawk wasn’t pretty, but it did what no aircraft had done before. Slipping past Iraqi radar on the morning of 17 January 1991, Lockheed’s Nighthawk bombed thirty-seven critical targets across Baghdad, a surgical strike that led, in just forty-three days, to the

successful conclusion of Operation Desert Storm.

Another veteran of Desert Storm is the F-16 Fighting Falcon, originally conceived in the early 1970s as an alternative to fighter aircraft that had grown increasingly heavy and hard to manoeuvre. A team at the aerospace division of General Dynamics in Fort Worth, Texas (which Lockheed would acquire in 1993) set out to trade excess weight and heavy payloads for speed and manoeuvrability, to develop a simple, inexpensive fighter that would fly so fast and turn so quickly that adversaries would be unable to strike it with either missiles or machine gun fire. Beginning in 1975, the F-16 design team translated those ideas into the most advanced combat aircraft of its day, leaning on new technologies that had never before been integrated into a single aircraft.

During Operation Desert Storm, more missions were flown by F-16s than any other aircraft. Since its first production order in 1975, more than 4,500 F-16s have been produced for 26 countries.

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Although scheduled to remain in service with US forces until at least 2025, when the F-35 will shoulder much of the Falcon’s workload, Lockheed Martin continues to produce new versions of the F-16 with a backlog of international orders from Morocco, Turkey and Iraq.

While jet fighters might be the stallions of the military aircraft fleet, spare a thought for the workhorse—in this case, the C-130 Hercules. In 1951, the US Air Force needed an aircraft capable of hauling large bulky equipment, including artillery pieces and tanks, over long distances. It had to land in tight spaces, slow to 125 knots for paratroop drops, and fly, if need be, with one engine. What the Air Force wanted, in other words, was a tough, versatile heavy-lifter with plenty of ‘trunk’ space.

Later officially nicknamed Hercules, the prototype had a cargo deck that was capable of carrying an astonishing 300 pounds per square foot, lifted into the air after a ground roll of a mere 855 feet, an astoundingly short distance considering most aircraft of that size required 5,000 feet. After 60 years, over

lockheed martin redesigning flight 70 variants and more than 2,400 aircraft, the Hercules has more than proven its worth. Today there is literally a Hercules airborne somewhere in the world every minute of every day.

F-35 Lightning II

“The first production F-35A rolled out of the assembly in Fort Worth, Texas, in February 2006.

Later that year, the F-35 Joint Strike Fighter was renamed the Lightning II, in homage to two earlier fighters”

The F-35 Lightning II is a 5th Generation fighter, combining advanced stealth with fighter speed and agility, fully fused sensor information, networkenabled operations and advanced sustainment. Three variants of the F-35 will replace legacy fighters for the US Air Force, the US Navy, the US Marine Corps, along with ten other countries around the world.

In 1997, Lockheed Martin was selected as one of two companies to participate in the Joint Strike Fighter concept demonstration phase. In October 2001, the Lockheed Martin X-35 was chosen as the winner of the competition and teamed with Northrop Grumman and BAE Systems to begin production.

The first production F-35A rolled out of the assembly in Fort Worth, Texas, in February 2006. Later that year, the F-35 Joint Strike Fighter was renamed the Lightning II, in homage to two earlier fighters.

The F-35 completed its first flight in December 2006, and over the next few years, three variants rolled off the production line and began collecting test points. The first production F-35 conducted its first flight in February 2011 with deliveries of the aircraft beginning that very same year.

The F-35A is the conventional takeoff and landing (CTOL) variant, built for traditional air force bases. Virtually undetectable, the F-35A is an agile, versatile, high-performance 9g multirole fighter that provides unmatched capability and unprecedented situational awareness. The US Air Force declared the F-35A ready for combat in 2016, and F-35A aircraft have now been delivered to five US Air Force Bases where they are being flown for system development and demonstration test, operational test and training missions.

The F-35B short take-off/vertical landing (STOVL) variant is the world’s first supersonic STOVL stealth aircraft.

It is designed to operate from austere bases and a range of air-capable ships near front-line combat zones. It can also

take off and land conventionally from longer runways on major bases. The US Marine Corps’ F-35B aircraft reached initial operational capability on 31 July 2015, when a squadron of 10 F-35Bs was declared ready for world-wide deployment.

The F-35B STOVL operation is made possible through the RollsRoyce patented shaft-driven LiftFan® propulsion system and an engine that can swivel 90 degrees when in short take-off/vertical landing mode. Because of the LiftFan, the STOVL variant has a smaller internal weapon bay and less internal fuel capacity than the F-35A. The F-35C carrier variant (CV) is the world’s only 5th Generation, long-range stealth strike fighter designed and built explicitly for carrier operations. The US Navy is the largest customer for F-35Cs, with the US Marine Corps also planning to acquire the C variant in addition to the F-35B. The F-35C combines the unique capability of operating from a carrier deck with the unmatched 5th Generation capabilities of stealth, fused sensors and reliability, making the F-35C the Navy’s future first-day-of-thewar strike fighter. The F-35C variant has larger wings and more robust landing gear than the other variants, making it suitable for catapult launches and fly-in arrestments aboard naval aircraft carriers. Its wingtips also fold to allow for more room on the carrier’s deck while deployed.

The F-35C also has the greatest internal fuel capacity of the three F-35 variants, carrying nearly 20,000 pounds of internal fuel for longer range and better persistence than any other fighter in a combat configuration. And, like the F-35B, the F-35C uses probe and drogue refuelling. This allows the Navy to operate its carriers a safe distance from the threat while its fighters reach remote targets.

Lightning production

More than 300,000 individual parts come together to produce the F-35 Lightning II at Lockheed Martin’s mile+-long factory in Fort Worth, Texas.

In addition, final assembly and checkout is also performed at facilities in Cameri, Italy and Nagoya, Japan.

The F-35 program brings together the

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“The F-35C carrier variant (CV) is the world’s only 5th Generation, long-range stealth strike fighter designed and built explicitly for carrier operations”

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Picture courtesy of Paul Howe Photography

world’s most experienced aerospace industry leaders, including Lockheed Martin, Northrop Grumman, BAE Systems and Pratt & Whitney. The global team also includes more than 1,400 suppliers from domestic and international companies around the world. This landmark project combines team expertise with sophisticated manufacturing, engineering and technological capabilities.

In May 2017, Lockheed Martin’s Aeronautics business designated 27 small and large businesses as top-performing suppliers for 2016, representing the top two per cent of its supply base. “This award recognizes suppliers holding a 98 percent ontime delivery rating with a 98 percent quality rating. Their role with us makes an impact far beyond performance – it ensures the ability to offer safety and security to customers across the globe,” said Janet Duffey, vice president,

Aeronautics Supply Chain Management.

“As a leader in engineering, production and sustainment of aircraft, operational excellence and supplier performance are key tenants of our business model.”

The F-35 production strategy is based on flow-to-takt manufacturing implementation. Flow-to-takt is the movement of component assemblies, like wings and forward fuselages, from one build station to the next at a rate equal to the delivery rate.

This production rhythm increases efficiencies, lowers costs and reduces span times while synchronizing the delivery of parts, timing of tasks and positioning of personnel to achieve standard work in each line position.

The F-35 production strategy is already paying tremendous dividends.

Production learning curves are beating legacy aircraft like the F-16. Costs have come down 62 per cent since the procurement of the first production

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aircraft, and the time it takes to build the F-35 has been reduced by nearly half.

As the F-35 prepares to enter full rate production, these key manufacturing indicators are projected to continue to improve.

Underpinning the F-35’s unrivalled capabilities is more than 8 million lines of software code – more than four times the amount of the world’s first 5th generation fighter, the F-22 Raptor.

Currently, more than 400 F-35 pilots and 4,000 maintainers have qualified through the F-35 Training System, and eight partner nations have pilots and/ or maintainers in training. Simulation plays a prominent role in the F-35 training process, more so than legacy platforms. Because of the advanced capabilities of the F-35, it is not possible to adequately challenge pilots in the live environment alone. With simulation, the F-35 team is redefining how pilots train to provide the range of experience

lockheed martin redesigning flight required to maximize the jet’s 5th Generation capabilities.

Three training centres across the United States host the latest courseware, electronic classrooms, simulators, flight events and event-based maintenance training. To support mission rehearsal and tactics development, F-35 training technologies are also located at operational locations.

F-35 in Europe

“The first F-35B to be assembled outside the United States rolled out of the Final Assembly and Check Out (FACO) facility in the Cameri Production Facility in Italy in early May 2017”

The first F-35B to be assembled outside the United States rolled out of the Final Assembly and Check Out (FACO) facility in the Cameri Production Facility in Italy in early May 2017. The rollout of this short take-off/vertical landing version of the F-35 demonstrates Lockheed Martin’s commitment to international partnerships. The Italian FACO is owned by the Italian Ministry of Defense and is operated by Leonardo in conjunction with Lockheed Martin with a current workforce of more than 800 skilled personnel engaged in full assembly of the F-35A and F-35B aircraft variants and F-35A wing production.

At the time of writing, seven F-35As have been delivered from the Cameri FACO, four of which are now based at Luke Air Force Base, Arizona, for international pilot training and three are at Amendola Air Base, near Foggio on the Adriatic coast. The Aeronautica Militare (Italian Air Force) has already flown more than 100 flight hours in its Amendola-based F-35As. The next Italian F-35B aircraft is scheduled for delivery in November 2018. The Cameri FACO has the only F-35B production capability outside the United States and is programmed to produce a total of 30 Italian F-35Bs and 60 Italian F-35As, along with 29 F-35As for the Royal Netherlands Air Force, and retains the capacity to deliver to other European partners in the future.

The Italian FACO is also producing 835 F-35A full wing sets to support all customers in the program. The FACO was selected by the US Department of Defense in 2014 as the F-35 Lightning II heavy airframe maintenance, repair, overhaul and upgrade facility for the European region.

Air Force officials announced on 6 May 2017 that the F-35A Lightning

II aircraft will participate in the Paris Air Show this June. In April, eight F-35A Lightning II fighters and several hundred airmen deployed to Europe demonstrating the aircraft’s readiness to conduct operations with America’s European partners. The first major overseas training deployment for the aircraft is providing an opportunity for the combat-ready aircraft to integrate alongside allies in a realistic training environment. Participation in the Paris Air Show will further demonstrate the ability of the Air Force to deliver a broad range of combat airpower.

Portfolio highlights C-130J Super Hercules

The C-130J Super Hercules is the world’s most advanced tactical airlifter, offering superior performance and new capabilities, with the range and flexibility for every theatre of operations and evolving requirements. This rugged aircraft is regularly sent on missions in the harshest environments, and is often the first aircraft to touch down, usually on austere landing strips before any other transport to provide humanitarian relief after natural disasters.

Designed and developed with mission flexibility in mind, the C-130J has a unique mix of agility and performance to complete any mission, anytime, anywhere. The C-130J airframe has proven it’s reliable, efficient and highly operational in harsh environments and combat theatres like Iraq and Afghanistan. Among its missions, the C-130J also counts capabilities as diverse as special ops, aerial refuelling, close air support, search and rescue and personal recovery. The focus on flexibility and multi-role, multi-mission capabilities can be traced back to the original C-130A, which was designed in response to a need for US forces to tactically resupply troops on the front lines.

The latest C-130J Super Hercules is the airplane of choice for the Air Force Reserve Command’s weather reconnaissance squadron, known as the Hurricane Hunters. They fly their WC-130Js straight into the eye of hurricanes, travelling from the outskirts of the storm to its centre and then out again, making repeated trips to measure

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“The latest C-130J Super Hercules is the airplane of choice for the Air Force Reserve Command’s weather reconnaissance squadron, known as the Hurricane Hunters” Picture courtesy of Paul Howe Photography

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wind speed and barometric pressure.

The results offer critical predictive data about the severity and direction of tropical storms, increasing the accuracy of the National Hurricane Center’s forecasts by 30 per cent.

LM-100J Commercial Freighter Lockheed Martin unveiled the latest member of the C-130J Super Hercules family, the LM-100J commercial freighter, in February 2017.

The original L-100, the commercial variant of the C-130 Hercules, was produced from 1964 through 1992 at the then Lockheed-Georgia Company facility in Marietta, Georgia. More than fifty of those airlifters are still in service worldwide.

Like its multi-tasking military counterpart, the LM-100J will support a variety of tasks, including delivering oversize cargo such as oil and natural gas drilling equipment to short and often unimproved airfields that have no infrastructure other than maybe a forklift and a flatbed truck. In addition, L-100s, recognizable by the absence of

the two lower windows underneath the aircraft’s windscreen, are also used for humanitarian aid, airdrop, aerial spray, VIP transport, aerial firefighting, and other, similar operations.

While the L-100 is highly regarded for operations at the edges of the commercial air cargo spectrum, the existing fleet now has some operational challenges including CNS/ ATM compliance (communications, navigation, surveillance/air traffic management). Furthermore, the Allison (now Rolls-Royce) T56 engines powering the L-100 fleet do not meet the FAA’s Stage IV noise requirements for civilian transports, nor do these engines meet today’s more stringent emission standards.

To respond to these challenges, Lockheed Martin submitted a Program Notification Letter to the Federal Aviation Administration on 21 January 2014 for a type design update for the Model L-382J transport, a civil-certified variant of the C-130J Super Hercules.

This commercial variant will be marketed as the LM-100J.

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Time and payload equal money to air freight operations. Anything that puts more cargo in an aircraft and gets that payload it to its destination faster means more money in an operator’s pocket. All of the features of the LM-100J result in a civil-certified transport that will carry one-third more payload, with twenty per cent or more greater range, and at ten per cent faster speeds than the L-100.

C-5 Galaxy

As the Air Force’s largest and only strategic airlifter, the C-5 Galaxy can carry more cargo over longer distances than any other aircraft. With a payload of six Mine Resistant Ambush Protected vehicles (MRAPs) or up to five helicopters, the C-5 can haul twice as much cargo as any other airlifter.

As part of Lockheed Martin’s sustainment offerings, C-5 modernization provides greatly improved reliability, efficiency, maintainability and availability, while ensuring this critical national strategic airlift resource continues serving the warfighter well into the 21st century.

lockheed martin redesigning flight

“Over the last 10 years, the U-2S has undergone a complete technology rebuild, further improving its performance and mission capability”

The C-5M Super Galaxy is the result of a two-phase modernization effort: the Avionics Modernization Program (AMP) and the Reliability Enhancement and Re-engining Program (RERP).

AMP adds a new, modern cockpit with a digital, all-weather flight control system and autopilot; a new communications suite; flat-panel displays; and enhanced navigation and safety equipment. AMP is the digital backbone to support RERP. Now with more powerful GE commercial engines and 70 major enhancements, the C-5M Super Galaxy can deliver the globe in one flight, without refuelling. The C-5M is an airlift revolution. With more capability, reliability and affordability than its predecessors, the world record-setting C-5M is rewriting the strategic airlift playbook. With improved reliability

and unmatched range and payload capability, the C-5M provides the US with the ability to respond to a crisis anywhere in the world with the largest payload of vital supplies on a moment’s notice. The newly modernized C-5M Super Galaxy will be the global leader in strategic airlift for decades to come.

U-2 Dragon Lady

No other high-altitude ISR asset operating today – or in development – can accomplish the daily peacetime strategic reconnaissance operations of the U-2S, or compete with its future capabilities. U-2S flies more than 10,000 feet higher, 100 mph faster, and has larger bandwidth links than any other high-altitude ISR platform. Flying 24/7 around the world at record-high operational rates, U-2S collects critical targets no other platform can.

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While early models of the U-2 began service in the mid-1950s, production of today’s U-2S fleet was completed in the late 1980s, and is capable of delivering unparalleled performance beyond 2050 as the next generation of an American icon. Today’s generation U-2S operates with a 30 per cent larger airframe and a new GE F118 engine. It has been completely upgraded with a glass cockpit, fiber optic communication capabilities, and state-of-the-art avionics and sensor systems.

Over the last 10 years, the U-2S has undergone a complete technology rebuild, further improving its performance and mission capability.

The U-2S is reliable, responsive and survivable, delivering an average 97 per cent mission success rate; open architecture and modular payload capabilities, enabling new or unique sensors without customizing the aircraft or removing it from the fleet; and, the ability for field commanders to readily tailor sensors to the mission.

Sikorsky helicopters

The Sikorsky Aircraft Corporation, based in Stratford, Connecticut, was established by Igor Sikorsky (an immigrant from Kiev) in 1925 and

was among the first companies to manufacture helicopters for civilian and military use. Previously owned

by United Technologies Corporation, Sikorsky was acquired by Lockheed Martin in November 2015.

Helicopters sold for commercial use carry the prefix ‘S’, while military versions are designated by letters relating to their use (CH for cargo helicopter, for instance). One of the latest models to be developed is the CH-53K King Stallion, which builds on Sikorsky’s 50 years of success with its CH-53A, CH-53D/G, and CH-53E predecessors. Built to thrive on the modern battlefield, including shipboard operations, the CH-53K aircraft is designed to be intelligent, reliable, low maintenance and survivable in the most austere and remote forward operating bases.

The CH-53K helicopter will serve as a critical land and sea based logistics connector. The new heavy lifter will allow the US Marine Corps and international militaries to move troops and equipment from ship to shore, and to higher altitude terrain, more quickly and effectively than ever before.

Operational and deployed today with the US Navy as the primary antisubmarine warfare anti-surface weapon

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system for open ocean and littoral zones, the MH-60R SEAHAWK helicopter is the world’s most advanced maritime helicopter. It is the most capable naval helicopter available today designed to operate from frigates, destroyers, cruisers and aircraft carriers.

The UH-60 BLACK HAWK multirole helicopter serves with the US military and the armed forces of 26 other countries worldwide as a tough, reliable utility helicopter. During the last 35 years, this remarkable aircraft has fought its way in and out of countless combat zones to deliver and extract troops, save lives as a MEDEVAC or casualty evacuation platform, provide critical supplies to troops, deliver emergency supplies during natural disasters, and perform as an aerial firefighter and border patroller.

Now the modern variant of this utility aircraft is taking on a new mission set — as an armed helicopter to provide fire suppression when supporting ground troops, as well as armed escort. With digital avionics, powerful GE engines, high strength airframe structures and composite wide chord rotor blades, today’s BLACK HAWK platform has better survivability and situational awareness, and can fly higher and carry

lockheed martin redesigning flight

“The S-92 helicopter has become the industry standard for offshore transportation, search and rescue and VIP/head of state transport. In May 2014, the Sikorsky S-92 won the US Navy contract to replace the Marine One Helicopter Fleet serving the President of the United States”

more than its predecessors ever did.

The same aircraft sold commercially by Sikorsky acquires the S-70 designation.

Introduced in 1977, the S-76 series has had a long legacy of supporting customers with reliability and comfort. Originally built for the rigorous demands of offshore oil & gas transportation, its capabilities fit naturally into other market segments, such as executive transport, SAR, airline and helicopter emergency medical/air ambulance services.

Since its introduction in the 1990s, the S-92 helicopter has become the industry standard for offshore transportation, search and rescue and VIP/head of state transport. In May 2014, the Sikorsky S-92 won the US Navy contract to replace the Marine One Helicopter Fleet serving the President of the United States.

The S-92 accommodates 19 passengers with comparable seating space to a fixed-wing commercial airliner, making vertical transport practical in highly congested or limited access areas.

we took action to ensure Lockheed Martin is well positioned for the future, by identifying emerging opportunities and adapting to new challenges we see developing around the world,” said Marillyn A. Hewson, chairman, president and chief executive officer, in her preface to the Annual Report.

“One of the most important ways we did this was by reshaping our portfolio. Most notably, we integrated our Sikorsky acquisition and realigned Mission Systems and Training into a new business area named Rotary and Mission Systems (RMS). RMS now has unrivalled integrated capabilities.”

Throughout its history, Lockheed Martin has set the standard for innovation and advancement. In 2016, the company continued to develop new technologies and expand its capabilities, while meeting aggressive production goals. “We look forward to building on these achievements as we do our part to continue to engineer a better tomorrow,” concluded Hewson.

2016 was an outstanding year for Lockheed Martin, with strong financial results in all four quarters. “In 2016,

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