طارق الشويهدي flight international 20 aug 2sep

WINGS CLIPPED RETIRED ADMIRAL HITS OUT AT NAVY PLAN FOR UCLASS DEFENCE P17

DRY CLEANING

Lufthansa Technik puts its faith in carbon dioxide to develop water-free engine wash process P16

ROTOR HUB

Eurocopter subsidiary Helibras gives timetable to begin assembly of EC225s in Brazil P24

FLIGHT INTERNATIONAL

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20 AUGUST-2 SEPTEMBER 2013

MAKS SPECIAL

RUSSIA RESURGENT Time at last for post-Soviet aerospace industry to live up to its potential?

£3.30

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FLIGHT INTERNATIONAL

VOLUME 184 NUMBER 54O4

20 AUGUST-2 SEPTEMBER 2013

PIC OF THE WEEK

flightglobal.com/imageoftheday

NEWS THIS WEEK Romiti stays keen on booming Brazil UPS A300F hit trees before fatal smash at Birmingham.

Airbus prepares for major Vueling deal 10 Third prototype of Ka-62 is set to be unveiled at MAKS 11 MQ-4C Triton team ramps up testing.

Eurocontrol quantifies top-five air traffic dangers 8 9

AIR TRANSPORT 12 A321 crew mistook runway amid landing-gear concerns.

Moscow changes rules to boost fleet renewals 14 LOT keeps chasing 787 compensation.

Lion Air considers N219 as it eyes expanded reach 16 Dry ice allows LHT to cut wet washes.

An-70 freighter plans are spurred by new propfans DEFENCE 17 USN clips wings of UCLASS concept.

Seoul seeks tankers to close its capability gap 18 Rostvertol takes Mi-28UB combat trainer for a spin.

Russian Helicopters is developing models as part of a key strategy P42. A consortium is to look into the potential for a reusable spaceplane to launch satellites P28

COVER STORY

Chafed wiring downed Tyndall F-22, says USAF

32 RUSSIA SPECIAL REPORT Back from the brink The industry has a new-found confidence after its post-Cold War slump 36 Getting there United Aircraft has put its faith in the Superjet 38 Back in business Irkut has high hopes for Russia’s new narrowbody, the MC-21 42 New frontiers Russian Helicopters is developing a raft of models 44 Lease of life IFC has come a long way 46 Relaunch required Moscow remains a spaceflight superpower 48 Bear market MAKS air show preview

AUVSI SHOW REPORT 20 Titan unveils ‘atmospheric satellites’.

Privacy concerns slow UAS use in civil airspace 21 Matrix takes autonomous rotorcraft to another level.

Ambitious China makes US UAV debut LABACE SHOW REPORT 24 Cessna, Embraer advance on first flights of new jets.

Helibras gears up for civil Super Puma production 25 Client feedback puts safety first in Phenom 100 update.

Bombardier goes local to regain lost Brazil sales SPACEFLIGHT 27 NASA lifted as new launcher clears design review hurdle BUSINESS 28 Money moves, MRO goes

7 52 55 59

BillyPix

COVER IMAGE Russian Helicopters supplied this arresting image of one of its Ka-32s showing why its Kamov brand remains the stuff of legend, as we shine a light on the Russian aerospace industry P31

NEXT ISSUE MAKS SHOW REPORT We round up all the news from Russia’s major air show in Moscow, where our reporters will have been gauging the state of the local aerospace industry

REGULARS Comment Classified Jobs Working Week

Download the new Commercial Engines Directory now with enhanced data and in-depth market analysis

ÀLJKWJOREDO FRP FRPPHQJLQHV flightglobal.com

20 August-2 September 2013 | Flight International | 5

Russian Helicopters/Reaction Engines

Flightglobal’s Image of the Day blog featured this rather splendid shot of a British Airways Rolls-Royce Trent 1000-powered Boeing 787 alongside a R-R-engined Spitfire. AirSpace users can open a gallery in flightglobal.com’s AirSpace community for a chance to feature here.

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Russian Helicopters

YOUR PHOTOGRAPH HERE

CONTENTS

IN THIS ISSUE Companies listed

AeroVironment .............................................20 AgustaWestland .......................................8, 10 Air Busan .....................................................12 Airbus ....................................9, 10, 12, 28, 29 Airbus Military........................................10, 17 Air Contractors .............................................13 Air France ....................................................12 All Nippon Airlines........................................14 American Airlines ...........................................8 Antonov .................................................12, 16 Arinc ............................................................29 Asiana Airlines .............................................29 ATR ..............................................................13 Aurigny ........................................................28 Austrian Airlines ...........................................29 AVIC.............................................................16 Azul .............................................................13 BAE Systems ...............................................11 Beechcraft ...................................................25 Boeing ................................ 14, 17, 20, 21, 28 Bombardier .................................................25 Bristow Group ..............................................29 Cessna ........................................................24 Comac .........................................................16 Cytec Industries ...........................................28 EADS ...........................................................14 EasyJet .......................................................... 9 Eaton...........................................................29 Embraer.......................................8, 24, 25, 28 Eurocopter ...................................................24 FLIR Systems ...............................................29 Flybe ...........................................................18 Garmin ........................................................25 Gulfstream .............................................24, 25 Helibras .......................................................24 Hubei Ewatt .................................................21 IASA Global .................................................28 Insitu ...........................................................21 Japan Airlines ..............................................14 Jetstar..........................................................28 John Holland Aviation Services.....................28 Kingfisher Airlines ..........................................8 Learjet .........................................................25 Líder Aviação .........................................24, 25 Lion Air ........................................................14 Lockheed Martin ..........................8, 18, 22, 27 LOT ..............................................................14 Lufthansa Technik ........................................16 MBDA ............................................................ 8 Merpati ........................................................14 Motor Sich ...................................................16 MTU Aero Engines ........................................29 Nextant Aerospace .......................................25 Northrop Grumman................................11, 17 Pneumo .......................................................14 Pratt & Whitney ............................................13 Qantas.........................................................28 Qinetiq...................................................20, 27 Reaction Engines .........................................27 Rocketdyne ..................................................27 Rockwell Collins .......................................8, 29 Rolls-Royce............................................14, 29 Russian Helicopters ...............................10, 18 Ryanair ........................................................10 Selex ES ......................................................22 SIA Engineering ...........................................28 Sikorsky .......................................................21 Sukhoi .........................................................12 Textron Systems ...........................................22 Thales Alenia Space .....................................27 Titan Aerospace ...........................................20 US Airways ..................................................... 8 Virgin Australia .............................................28 Vueling........................................................... 9 Zero Gravity Solutions ..................................29

BEHIND THE HEADLINES Flightglobal’s team was out in force at the AUVSI show in Washington DC, producing three daily papers from the site.

Meanwhile, business editor Dan Thisdell visited Rostvertol’s sprawling helicopter factory – one of the largest in the world – in Rostov-on-Don where it makes Mil Mi-28s, -35s and 26Ts.

THE WEEK ON THE WEB

flightglobal.com

The DEW Line links to the US Air Force accident report on the Lockheed Martin F-22 Raptor that crashed at Tyndall AFB, Florida, last November. Basically, the $149.6 million aircraft was lost due to chafed wiring – this leaves the USAF with 184 production jets remaining, plus two test aircraft. Tail 4013, which used to be assigned to Nellis AFB, Nevada, was one of the oldest Raptors in the USAF arsenal. And, the Ariel View observes that the Israeli unmanned systems industry looks to be getting a boost from the country’s discovery of huge offshore gas reserves – which, not surprisingly, are under threat even before exploitation. Also not surprising, UAVs are being drafted in to monitor the region, being excellent, longendurance adjuncts to traditional naval surface and air patrols – sparking much touting for business by their suppliers.

Find all these items at flightglobal.com/wotw

QUESTION OF THE WEEK Last week, we asked for your thoughts on: UAVs. You said: The future of aviation

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An aerospace pariah

51 32 17 %

For a full list of reader services, editorial and advertising contacts see P51

To remain a niche military asset

%

%

Total votes: 2,438 This week, we ask: The future of Russian civil airliner programmes R Will be a success in the West R Popular in the former Soviet bloc R Doomed to fail Vote at flightglobal.com/poll

HIGH FLIERS

The top five stories for the week just gone: 1 Spotlight shines on Ryanair operations 2 Fire destroys Ukrainian An-12 at Leipzig 3 EasyJet A320 loses cowl on take-off from Milan 4 NTSB sends team to investigate UPS A300F crash 5 LOT still making demands for 787 delay compensation Flightglobal reaches up to 1.3 million visitors from 220 countries viewing 7.1 million pages each month

FLIGHT TRAINING Search the Civil Simulator Census www.flightglobal.com/civilsim

6 | Flight International | 20 August-2 September 2013

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COMMENT

Carrier suicide

Little in the way of credible explanation has been offered by the US Navy for the neutering of its unmanned strike aircraft programme, leading military analysts to question its worth

he Pentagon’s Joint Requirements Oversight Council (JROC) and the US Navy must provide a more credible explanation for relaxing the requirements for the service’s Unmanned Carrier Launched Surveillance and Strike (UCLASS) aircraft programme.

Its downgraded capabilities are baffling to current and former defence officials alike, and many are questioning why the Pentagon would embark on such an endeavour that does so little to address the fundamental challenges facing the fleet.

As initially envisioned, UCLASS would have provided a credible solution to the anti-access/area denial problems faced by the USN’s carrier strike groups in many parts of the world. The original concept called for an ultra-stealthy, long-range unmanned bomber that could fly deep into the heart of enemy territory while simultaneously allowing the aircraft carrier to remain at a safe distance from retaliatory strikes.

The suspicion lingers that UCLASS is being set up as a budgetary sacrifice Extreme range stand-off capability was considered a vital attribute of the system because enemy anti-ship ballistic and cruise missiles are posing an ever-increasing threat to carriers. Meanwhile, highly stealthy characteristics and a large weapons payload would allow the aircraft to remain inside the toughest of enemy air defences for an extended period.

However, the JROC, in a classified memo issued on 18 December last year, neutered the UCLASS. No longer would the aircraft have the ability to aerially refuel,

Rex Features

T

Which way’s the enemy?

which would extend its range. Nor would it be required to operate in highly contested airspace. Its weapons load has also been dramatically reduced to just 1,000lb (454kg). In all, this capability erosion takes it to the level of a modestly stealthy jet-powered Predator UAV. As a result, many are openly questioning the point of the programme – especially in light of the Obama administration’s much-vaunted pivot to the Pacific. As many analysts note, a low-stealth, low-endurance and low-payload aircraft is virtually useless in that theatre.

Of course, just because the Pentagon set the specifications for UCLASS does not mean it has a sound concept of operations. And the suspicion lingers that it is being set up as a budgetary sacrifice.

If the programme is not being created simply to fail, then its limited operational abilities – the short range, the low payload, the lack of stealth – all appear to point towards an aircraft that has been designed by committee. As it stands, the navy appears to be acquiring little more than an off-white elephant. O See Defence P17

Familiarity breeds contempt E

The DEW Line blog offers more in-depth news and analysis of the global defence sector at: flightglobal.com/dewline

flightglobal.com

urocontrol has been working hard for years to try to set up an air traffic management incident reporting system so all parties – pilots, air traffic controllers, air navigation service providers (ANSP) and airport operators – can report incidents, enabling easy identification of trends and risks.

This is easier said than done in the world of ANSPs, which in most European countries are state bodies more atuned to covering up mistakes than acknowledging them.

Eurocontrol has begun to change that culture, and a useful quantity of data is flowing in. The findings are neither unexpected nor do they reveal unknown risks.

But they are important, because the highest risks be-

come clear, enabling priorities to be set and policy to be adjusted accordingly.

But in the world of airline operators, which have been running a reporting system for much longer, a new milestone has been reached. There are still plenty of incidents to study, trends to monitor, and priorities to identify, but real accidents have become so rare that there are fewer of those to learn from.

When there is something to learn, it is important. An incident is interesting because something or someone stopped it escalating. Recognising that is the key. Most accidents are caused by something familiar. It begs the question – if it is familiar, why is it still happening? O See This Week P11 20 August-2 September 2013 | Flight International | 7

THIS WEEK

For a round-up of our latest online news, feature and multimedia content visit flightglobal.com/wotw

BRIEFING TIE-UP American Airlines’ proposed merger with US Airways has been threatened by the US Department of Justice, which has submitted a 56-page lawsuit aimed at blocking the tie-up. The unexpected legal challenge alleges decreased competition and negative impact on consumers, but also cites industry trends towards fare and fee increases, and capacity discipline that would be compounded by a merger. One example contained in the suit is an alleged desire by US Airways to charge fees on checked bags across the Atlantic. Alone the carrier is viewed as too small to be a “price leader” but, combined with American, it would have “sufficient size to lead industry fee and price increases across the board”. American and US Airways plan to fight the challenge but the suit is likely to add months, and additional costs, to the merger plan. The merger agreement expires on 14 October but can be extended by either carrier to 13 December.

MBDA RATTLES SABER FOR UAV WEAPON

MUNITIONS MBDA is advancing flight trials involving its Saber glide weapon, with the 5.9kg (13lb), Diamond Back wingkit-equipped bomb to give small and medium unmanned air vehicles a 360˚ strike capability. “We are going to continue testing with a semi-active laserguided drop in the near future,” Doug Denneny, vice-president, business development, said at the AUVSI convention in Washington DC. MBDA is promoting the self-funded Saber as a potential armament for the AAI RQ-7 Shadow, flown by the US Army and US Marine Corps.

See Show Report P20

UPGRADED HERCULES RETURNS TO AUSTRIA

MODIFICATIONS Austria’s air force has received its first Lockheed Martin C-130K tactical transport to have undergone an avionics modernisation programme performed by Marshall Aerospace and Defence of the UK. Austria’s other two ex-UK Royal Air Force Hercules will also receive the package of modifications by early 2015, with the second due to enter work during September.

TURBO COMMANDER HITS CONNECTICUT HOUSE

ACCIDENT Four people were killed in the crash of a seven-seat Rockwell Turbo Commander 690B in a residential area of New Haven, Connecticut, on 9 August. The aircraft (N13622) was a 35-year-old model owned by Washington-based Ellumax Leasing, according to the US Federal Aviation Administration.

LOSSES MOUNT AT GROUNDED KINGFISHER

FINANCE India’s Kingfisher Airlines has turned in a net loss of Indian rupee (Rs) 11.5 billion ($189 million) for the first quarter. Its unaudited results for the three months to 30 June, do not list any figure for operational income. Owing to the “temporary” suspension of its air operator’s permit, the company states, it “did not have any operations during the quarter”. Kingfisher adds that it is “exploring various options to recapitalise and resume operations” and, as a result, has prepared its financial results on a going-concern basis.

But in a limited review report the company’s chartered accountant points out that the company’s net worth is “completely eroded”, its air operator’s permit has “lapsed” and banks have called in debts.

FLIGHT INTERNATIONAL

SCHEDULE This week’s Flight International is effectively a double issue as the magazine will not publish an edition on 27 August.

Weekly publication will resume as normal on 3 September.

8 | Flight International | 20 August-2 September 2013

AgustaWestland

GOVERNMENT BIDS TO BLOCK US-AA MERGER

The AW189 is targeted at the offshore transportation sector ROTORCRAFT STEPHEN TRIMBLE SÃO PAULO

Romiti stays keen on booming Brazil AgustaWestland chief revives plans for assembly plant in country to take advantage of booming helicopter market

F

our months after a critical setback, AgustaWestland has revived plans to build helicopters in Brazil and is in discussions with multiple local companies.

AgustaWestland chief executive Daniele Romiti confirms the company remains open to restarting talks with Embraer over local manufacture of the AW189 and AW169 for the Brazilian market.

“We are open to accept any proposal that may come, considering that we are pretty sure that the new products we have in mind, such as the AW189 and the AW169, that are coming soon are pretty good for the needs of the Brazilian market,” Romiti says.

It was Embraer who broke off negotiations with AgustaWestland in April over forming such a joint venture, Romiti says, amid a developing acquisition scandal in India that led to the arrest of former Finmeccanica and AgustaWestland executives in Italy.

Embraer never explained its reasons for abandoning the discussions, Romiti says, but he speculates that the company was busy at the time with its regional jet business.

AgustaWestland, meanwhile, continues to regard the Brazilian market with great interest. An oil and gas boom is expected to

drive state-owned oil firm Petrobras to double its fleet of helicopters to more than 200 within the next six years.

The Brazilian navy also has requirements to buy training and light utility helicopters, while national and state police agencies need more helicopters to deal with the security demands of the 2014 football World Cup and the 2016 Olympic Games.

Domestic sourcing is a key criterion for winning orders in Brazil.

Petrobras is being required by the government to commit to buying ever-increasing levels of hardware from local companies. The government has also passed a law providing special tax incentives to defence contractors with at least 60% of shares owned by Brazilians.

AgustaWestland aims to establish a joint venture that meets both the commercial and military preferences for domestic sourcing, Romiti says.

Unveiling a new AgustaWestland service centre in Brazil, Romiti adds that the site could be expanded to accommodate a final assembly line should the joint venture be established. O See Show Report P24 Catch up on all the latest news from the global rotorcraft sector: flightglobal.com/helicopters

flightglobal.com

THIS WEEK

Third prototype of Ka-62 is set to be unveiled at MAKS THIS WEEK P10 INQUIRY JON HEMMERDINGER WASHINGTON DC

INCIDENT

UPS A300F hit trees before fatal crash at Birmingham

EasyJet A320 loses part of cowl in Milan

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Pilots issued no distress call prior to accident that destroyed freighter on approach to runway nvestigators believe a UPS Airbus A300-600 freighter that crashed on approach to Birmingham, Alabama, hit trees before the jet struck the base of a hill.

Pilots of the aircraft, operating from Louisville, had not issued a distress call before the accident, says the US National Transportation Safety Board.

Neither crew member survived the crash, which occurred at 05:11 on 14 August – about an hour before dawn – as the aircraft was approaching runway 18.

Birmingham has two runways of which 18/36 is the shorter. Investigators have not indicated the type of approach being conducted, but navigation aids include a localiser and DME, as well as PAPI approach lights. There are several small hill peaks close to the extended centreline.

NTSB board member Robert Sumwalt says the twinjet (N155UP) hit trees before crashing into the bottom of a hill and breaking apart.

Debris then travelled up the hill, with the forward fuselage and cockpit section coming to

NTSB

I

Debris from the aircraft ended up far from the point of impact rest about 200m (660ft) from the initial impact point, while the wing and tail sections were some 75-80m past the cockpit.

The over-wing portion of the aircraft was “extensively damaged” by fire, adds Sumwalt.

Visibility at the time of the incident was 10nm (18.5km) and there were scattered clouds at 10,000ft above the area.

The NTSB checked the crash site to see if the aircraft was carrying hazardous materials. Sumwalt says the investigators have also been verifying the condition of the airport’s navigation aids.

Retrieval of the flight data and

cockpit-voice recorder was held up as firefighters dealt with the aft fuselage and tail section which, Sumwalt says, was “still smouldering” nearly 12h after the crash.

Senior investigator Dan Bower is heading the inquiry into the loss of flight 1354, and will be supported by specialists in aircraft structures and systems, powerplants, air traffic control and human performance.

Airbus says the aircraft, MSN841, was fitted with Pratt & Whitney PW4000 engines and was delivered to UPS in 2003. It had logged about 11,000h in 6,800 flights. O

ORDERS DAVID KAMINSKI-MORROW LONDON

Airbus prepares for major Vueling deal

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and options for up to 220 A320family jets, says the Vueling deliveries will continue to 2020.

Vueling will take 30 regular A320s plus 32 re-engined A320neo aircraft under the firm part of the

Airbus

panish low-cost carrier Vueling will start taking delivery of new Airbus A320s from 2015, if a huge fleet renewal deal from parent IAG is approved.

IAG, which is placing orders

Up to 220 A320-family jets are set to be delivered from 2015 flightglobal.com

deal, which is yet to receive clearance from IAG shareholders.

The provisional agreement also includes 58 options for Vueling.

The airline already has 70 A320family jets in its fleet.

IAG is to place options on 100 additional A320neo twinjets to be distributed among its primary carriers, British Airways and Iberia, as well as Vueling.

The company says it has negotiated a “very substantial discount” for the overall deal.

IAG shareholders will later this year examine the agreement and previous planned orders for Airbus A350s and Boeing 787s. O

n EasyJet Airbus A320 sustained cowling damage to one of its engines shortly after take-off from Milan Malpensa, forcing a return to the airport.

The aircraft had been operating flight 2715 to Lisbon on 12 August when, according to the carrier, it suffered a “technical issue” with one of its CFM International CFM56 engines.

EasyJet says the aircraft landed safely, “using both engines”.

None of the 174 passengers and six crew was injured.

Italian investigation authority ANSV says part of the left-hand engine cowl detached on take-off from runway 35R as the aircraft departed at 18:16.

[Italian authority] ANSV says the incident also resulted in damage to the rear fuselage and rudder ANSV says the incident also resulted in damage to the rear fuselage and rudder of the aircraft.

The twinjet flew a circuit and returned to land on parallel runway 35L. It has opened an inquiry into the incident, identifying the aircraft involved as a four-year old jet registered G-EZTC. Images purporting to show the aircraft involved show cowl damage to the left-hand engine, visually similar to that suffered by a British Airways A319 in May. An investigation into the BA incident revealed that the cowls had been left unlatched before departure.

ANSV has not drawn any immediate conclusions about the EasyJet event.

“EasyJet is investigating the technical issue and will work alongside the relevant safety authorities according to our procedures. The safety of its passengers and crew is EasyJet’s highest priority,” says the carrier. O

20 August-2 September 2013 | Flight International | 9

THIS WEEK

For a round-up of our latest online news, feature and multimedia content visit flightglobal.com/wotw

EMPLOYMENT DAVID LEARMOUNT LONDON

Pilot groups on Facebook rouse Ryanair to reaction pages on all relevant social media outlets in order to prevent internet trolls masquerading as Ryanair.

“We don’t comment on the Non-Ryanair Pilots Group, which is a PR front for the pilot unions of competitor airlines.”

Meanwhile, Ireland’s aviation regulator has sharply criticised a documentary on British television that made a number of allegations about Ryanair.

The programme, aired on 12 August, was “a misguided attack on the regulation of a low-cost carrier”, says the Irish Aviation Authority. Information used in the Channel 4 programme “may undermine the travelling public’s confidence in civil air transport in Europe, which, because of the intensive regulatory regime, remains the safest mode of mass transport”, adds the agency.

Ryanair is now planning legal action against the broadcaster. O

The medium twin is set for first flight in October or November DEVELOPMENT DAN THISDELL MOSCOW

Third prototype of Ka-62 is set to be unveiled at MAKS Russian Helicopters targets Latin America with new Kamov type as it plans Brazilian assembly line for rotorcraft range

R Airbus Military

yanair has gone on the offensive over social media sites used by pilot groups that it claims misuse its intellectual property.

The Ryanair Pilot Group (RPG) – which bills itself as having been “created by pilots for pilots” – says it has started a new Facebook page since its original account was closed by the firm, which cited complaints the RPG was misusing Ryanair intellectual property.

RPG tells Flight International it has asked Facebook to clarify the reasons for taking the site down, as it has yet to receive a precise explanation.

Meanwhile, RPG’s Twitter account has also been restarted after the group agreed to add a statement saying that it has no formal connections with Ryanair, which does not recognise a pilot union or negotiating body.

Ryanair says: “We are currently applying to obtain all ‘Ryanair’

Russian Helicopters

R

TRANSPORTS

First Turkish A400M gets airborne

Airbus Military performed a 5h 30min first flight of an A400M tactical transport for the Turkish air force on 9 August, with the milestone moving aircraft MSN9 closer to its planned delivery later this year. The first flight was conducted from the manufacturer’s San Pablo final assembly site in Seville, Spain, where Ankara’s first pilots, loadmasters and technicians are already receiving instruction on the type. Turkey is to receive 10 A400Ms, with Airbus Military having previously outlined a schedule to hand over its first example in late September. The nation’s air force will follow lead operator France in introducing the European airlifter. Airbus Military’s flight test campaign for the A400M currently involves a fresh series of unpaved runway trials, using development aircraft “Grizzly 2” at an airfield near Zaragoza, Spain.

10 | Flight International | 20 August-2 September 2013

ussian Helicopters will unveil at September’s MAKS show its third prototype of the medium multi-role Kamov Ka-62, which will enter static trials immediately afterwards in preparation for a first flight in October-November. The airframer had previously suggested the 6.5t helicopter would make its maiden sortie at the Moscow exhibition.

Prototype four, which will be identical to the serial production version and indistinguishable from number three bar extended windows, will fly from January.

The Ka-62 programme is a top priority for Russian Helicopters, which is contracted to begin deliveries of seven aircraft to Atlas Táxi Aéreo, of Brazil, from 2015.

Speaking at his Moscow head office, Russian Helicopters chief executive DmitryPetrov is enthusiastic about Brazil, a fast-growing helicopter market where he believes the company’s models may prove more attractive than their “Western analogues” owing to designs and systems more tolerant of harsh environments.

The Atlas Táxi deal is spearheading a Latin America strategy

that will see a service centre set up on the ground, followed by a final assembly plant. Petrov says several models including Ka-62 are being considered for final assembly in Brazil; he gives no timetable, but expects to detail the project by year-end.

Meanwhile Russian Helicopters and AgustaWestland are set to formally kick off their bid to jointly produce a 2.5t-class rotorcraft, with an agreement on the “main principles” and development plan outline to be signed at MAKS. Petrov adds that a final project management and workshare deal would be signed off by year-end, with EASA certification targeted for the final quarter of 2016. A joint group focused on the project has been at work since June 2012, and has produced a mock-up.

The two partners already have a 50:50 joint venture, HeliVert, which assembles intermediate twin AW139s for the Russian and CIS markets at a 40,000m² (430,000ft²) site at Tomilino, near Moscow. However, the pair have yet to reveal where they will build the proposed 2.5t type. O See Feature P31 flightglobal.com

THIS WEEK

A321 crew mistook runway amid landing-gear concerns AIR TRANSPORT P12 UNMANNED SYSTEMS DAVE MAJUMDAR WASHINGTON DC

MQ-4C Triton team ramps up testing T

he US Navy and Northrop Grumman have started testing the MQ-4C Triton in earnest, with the aircraft due to have performed its fourth flight on 14 August.

Planned to last for 11h and to clear 250 test points, the sortie would require multiple crew changes, says US Naval Air Systems Command (NAVAIR) programme manager Capt Jim Hoke.

Software development is proceeding well, says Hoke, and the Triton’s 360˚ active electronically scanned array search radar has cleared 25 flights on board a Gulfstream business jet.

However, the USN has halted

the development of the MQ-4C’s ITT Exelis sense and avoid radar system, which had fallen behind schedule and risen over budget.

“It remains a requirement to the navy and to our programme, but we need to take a hard look at the path going forward based on where we are from the technology perspective,” Hoke says.

“We just have to make sure it’s the right system, it’s an affordable system and that it’s going to take care of the things that we need it to take care of. We have not answered all those questions yet.”

Hoke says all options are on the table, and that potentially the

Northrop Grumman

Development progresses despite call for rethink of Exelis sense and avoid radar system after delays and budget overruns

The US Navy may eventually acquire as many as 68 of the type entire effort could be recompleted from scratch.

If everything goes as planned, the Pentagon will take a produc-

tion decision for the MQ-4C in the second quarter of 2015, Hoke says, with the system expected to become operational in 2017.

In a separate development, Northrop’s MQ-8B Firescout has completed 11 of 12 launches of the BAE Systems Advanced Precision Kill Weapon System, with a preliminary assessment showing positive results, says NAVAIR programme manager Capt Pat Smith.

The lightweight weapon could also be added to the C-model Firescout –derived from the Bell 407 – after 2016. O See Show Report P20

CONTEST

NAVAIR sets out schedule for UCLASS programme The US Navy expects to announce a name and designation for the unmanned carrier-launched surveillance and strike (UCLASS) aircraft before the end of this fiscal year, with a draft request for proposals (RFP) also to be released in September.

A final RFP will be released in the second quarter of 2014, and the USN hopes to select an “air vehicle segment” by the first quarter of

2015, says Rear Adm Mat Winter, US Naval Air Systems Command (NAVAIR) programme executive officer for unmanned aircraft.

Once the contractor has been selected, it will take between three and six years to get the UCLASS to early operational capability, Winter says.

Similarly, while it has a requirement for a certain number of orbits, it will depend on the specific capabilities of whichever air vehicle is chosen

as to exactly how many airframes the navy will purchase, he says.

The command and control segment and the digitisation of the carrier will be led by the government itself, with NAVAIR to act as the lead systems integrator for the overall UCLASS programme.

“Is it a challenging task? Absolutely,” Winter says. “Is it one that we can do?

The answer is yes.” O See Defence P17

For all the news from this year’s AUVSI show in Washington, visit flightglobal.com/auvsi

SAFETY DAVID LEARMOUNT LONDON

Eurocontrol quantifies top-five air traffic dangers urocontrol’s ranking of the five key risks in air traffic management shows that goarounds and missed approaches are the most common incidents.

Airborne collision avoid system (ACAS) resolution advisories are in second place on the list.

The agency says more airlines and air navigation service providers (ANSPs) are contributing to its ATM incident reporting programme, improving its ability to identify risk.

About 160 airlines contribute, a representing about 70% of Europe’s air traffic, says Eurocontrol. flightglobal.com

Data is also submitted by ANSPs and collected automatically from radar stations.

A data breakdown for 20082012 shows that go-arounds/ missed approaches increased to

Rex Features

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Data has been collected from about 70% of Europe’s carriers

more than once in every 10,000 flights in 2010 and 2011, while ACAS resolution advisory incidents occur at a rate of about 0.7 events in every 10,000 flights.

Level-busts are next in the ranking, with about 0.2 per 10,000, followed by callsign confusion events and finally runway incursions.

The last of these is rare, at 0.05 events per 10,000 movements, but the potentially catastrophic outcome of incursion means it is still taken seriously. O David Learmount writes about safety on his eponymous blog: flightglobal.com/learmount

20 August-2 September 2013 | Flight International | 11

AIR TRANSPORT

Check out our collection of online dynamic aircraft profiles for the latest news, images and information on civil and military programmes at flightglobal.com/profiles

INCIDENT DAVID KAMINSKI-MORROW LONDON

SAFETY

A321 crew mistook runway amid landing-gear concerns

Anti-stall system comes to aid of Air France A320

F

Inquiry finds monitoring Air Busan pilot failed to maintain adequate check on flight path

K

The crew of the aircraft (HL7761) received a landing-gear control interface unit fault indication just above 11,000ft (3,350m), about 20min from landing.

Although the pilots carried out the necessary checklist procedures, the Korean accident investigation board ARAIB says they had “continuing doubt” about the situation.

Gimhae tower instructed the aircraft to make the circling approach to runway 18R, and the aircraft entered the circling turn at about 1,300ft.

The tower controller could not see the A321, and told the crew to “check wheels down”, before

clearing it to land on 18R. The aircraft descended continually but, upon exiting the turn, lined up with runway 18L. In its analysis of the event the ARAIB mentions the phenomenon of “tunnel vision”. The pilots did not distinguish the correct runway and landed on 18L. The ARAIB says the monitoring pilot did not maintain an adequate check on the aircraft’s flight path.

Surface detection radar surveillance showed two vehicles at the far end of the runway at the time. O Take a look at the Learmount blog for analysis of safety news: flightglobal.com/learmount

commercial aviation gallery on flightglobal.com/AirSpace

orean investigators believe the crew of an Airbus A321 were distracted by a perceived landing-gear problem before the aircraft landed on the wrong runway at Busan’s Gimhae airport.

Operated by Air Busan, flight BX8108 had been cleared to perform a circling approach to runway 18R, following its service from Jeju on 8 May 2012.

This approach required aligning with the localiser for the opposite-direction runway 36L, then breaking off to the west and making a 180˚ right turn to land.

Gimhae’s parallel runways are separated by just 210m (690ft).

Investigators cite the phenomenon of “tunnel vision” in their analysis of events REGULATORY DAVID KAMINSKI-MORROW LONDON

rench investigators have provided details of an incident involving an Air France Airbus A320 on which the stall-protection system activated on approach to Bordeaux.

The aircraft (F-HBNI) entered a hailstorm at a height of 3,000ft (915m) as it descended towards the airport, following a service from Paris Orly on 2 August.

French investigation authority BEA says the first officer’s windshield cracked.

As the A320 passed through 2,800ft, with its autopilot engaged, the aircraft pitched up to an attitude of 25˚.

The crew set the thrust levers to go-around power.

The A320’s normal flight-control law provides angle-of-attack protection – known as “alpha floor” – above a certain threshold.

BEA says this protection activated and engaged the “TOGA LOCK” mode, which maintains go-around power after the immediate stall threat has been averted.

The pilots subsequently disengaged this mode and landed successfully at Bordeaux.

Meteorological data from Bordeaux airport from around the time of the incident shows the presence of thunderstorms and heavy rain. O

INVESTIGATION

Moscow changes rules Freighter blaze prompts probe to boost fleet renewals G R

ussia’s government is amending some of its regulations covering lease subsidies to carriers operating specific sizes of regional aircraft.

The government says the changes are intended to create “favourable conditions” for airlines to renew their fleets and encourage the acquisition of more efficient types.

It states that support will be given for all aircraft up to 50 seats

and turboprops up to 78 seats, as well as Russian-registered jets with 75-103 seats.

Several operators in Siberia and eastern parts of Russia need regional aircraft to cover the large distances between cities.

The government says there is demand in this area for 80 jets over the period to 2020 – types which include the locally-built Sukhoi Superjet 100 and Antonov An-148. O

12 | Flight International | 20 August-2 September 2013

erman investigators have opened an inquiry after a 9 August fire destroyed an Antonov An-12 freighter at LeipzigHalle airport.

Images show that the four-engined transport’s fuselage was completely gutted. The aircraft had been loaded with chickens.

The fire closed the airport for around 50min from 02:08, the airport’s operator says, as emergency services – including 15 large fire-response vehicles and 60 personnel – attended the scene.

German investigation authority

BFU says the aircraft was Ukrainian-registered, but under local laws it is unable to release any operator or airframe identification data. However, Kievbased media identifies the Antonov as belonging to Ukraine Air Alliance Airlines.

Initial indications, BFU says, suggest the incident occurred as the aircraft was being prepared for departure, but its planned route has yet to be confirmed.

Seven crew members were on board, but they all managed to escape the fire. O flightglobal.com

AIR TRANSPORT

LOT keeps chasing 787 compensation

AIR TRANSPORT P14

AirTeamImages

The cargo aircraft landed safely following the issue

SAFETY DAVID KAMINSKI-MORROW LONDON

Fatigue cited in freighter’s near-stall UK investigators believe tiredness may have contributed to incident involving ATR 42-300 on approach to Glasgow

U

K investigators looking into the near-stall of an ATR 42-300 on approach to Glasgow believe that fatigue might have played a role.

As the Air Contractors freighter (EI-FXA) was vectored for the runway 23 approach, it was operating with a level of ice protection which required higher speeds because the stall alert threshold was lower. With the ice protection engaged the approach speed required was 114kt

(211km/h). The captain did not state whether this speed, or the non-icing speed of 99kt, would be used for the approach.

The inquiry says several items were omitted from the Glasgow approach briefing, and that the captain was not operating the aircraft in line with company procedures.

During the approach the ATR – flying at around 140kt, with flaps at 15° – levelled at 2,000ft (610m) and the engine torque was

INQUIRY

Brazil probes in-flight engine switch-off Brazilian investigators are probing an incident in which the pilots of an ATR 72-500 turned off both engines in flight after experiencing vibrations.

The incident has been disclosed

by French investigation authority BEA, and involved a service in the vicinity of Salvador airport on 26 July. BEA identifies the aircraft as being registered PP-PTU, an airframe in the Trip fleet before the carrier merged with Azul.

“During cruise flight the aircraft [experienced] a strong vibration in the engines,” says BEA, citing preliminary information from the flightglobal.com

Brazilian authorities. “The crew decided to cut off both engines to regain control of the aircraft.”

ATR 72s are fitted with Pratt & Whitney Canada PW127 engines.

BEA has not clarified whether the engines were turned off simultaneously. However, the authority says the action was “voluntary”, and was followed by the re-ignition of both engines, before the crew “return[ed] to normal operations”. BEA says the pilots declared an emergency and landed without further incident at Salvador. There were 62 occupants on board the aircraft. O

reduced to 3%. Neither pilot mentioned the declining airspeed as the autopilot gradually pitched the aircraft nose-up in order to maintain 2,000ft.

The aircraft was 6.5nm (12km) from the runway when a stall alarm sounded and the stickshaker activated.

It had pitched up to an angle of attack of 11.2° and its airspeed had fallen to 111kt.

To recover from the near-stall the captain pitched the aircraft down and pushed the throttles almost to full power. As the ATR descended, and then climbed, the airspeed – which had declined to 104kt – rose to 174kt, exceeding the limit for the flap setting.

During the renewed descent to Glasgow the airspeed again reduced to 111kt and the angle of attack verged on the stall alert threshold, before the aircraft subsequently landed without further incident.

The Air Accidents Investigation Branch says the captain had been performing his first nightflying duty following a period of normal night sleep, and the incident occurred nearly 24h after the end of his last proper sleep. He had also driven 2h

45min to his base before flying duty, it adds: “Consequently, knowingly or not, he may have been tired or fatigued.”

The aircraft was operating with a level of ice protection which required higher speeds Cockpit voice recorder data revealed the captain yawning during the flight, as well as during the previous Paris-Newcastle sector. Standard calls and responses were not always correctly performed and a sterile cockpit environment was not maintained below 10,000ft.

In its analysis of the 22 February 2012 flight, the AAIB also notes that the captain’s manner during his responses to the first officer’s monitoring calls was “likely to have discouraged further input” at a point when effective communication was necessary. O Keep up with safety issues in aviation online by logging on to flightglobal.com/safety

20 August-2 September 2013 | Flight International | 13

AIR TRANSPORT

Check out our collection of online dynamic aircraft profiles for the latest news, images and information on civil and military programmes at flightglobal.com/profiles

FINANCIAL STEPHEN TRIMBLE WASHINGTON DC

LOT keeps chasing 787 compensation Boeing claims of fulfilled obligations at odds with Polish diplomatic demands for remuneration after four-month grounding lthough Boeing executives have declared the issue behind them, Poland’s LOT is still pursuing compensation claims over the four-month 787 grounding earlier this year.

The airline appears to be using diplomatic channels to keep pressure on the US manufacturer.

In a 7 August meeting, Poland’s Treasury Minister Vladimir Karpinski raised the issue of LOT’s claim for compensation from Boeing with US Ambassador to Poland Stephen Mull, the ministry says.

“The US ambassador said that this issue is the subject of talks between the two companies, and hopes that it will result [in] a proposed solution acceptable to

Boeing

A

The Polish carrier has so far taken delivery of four Rolls-Royce-powered Dreamliners both parties,” it adds.

The disclosure that LOT is continuing to pursue the claim conflicts with statements by Boeing chief financial officer Greg Smith last month.

Speaking on a second-quarter earnings call, Smith said the airframer had satisfied all obligations to 787 customers created by the battery-induced grounding and halt of new aircraft deliveries.

SAFETY GREG WALDRON SINGAPORE

Crossed wires prompt ANA extinguisher inspection All Nippon Airlines (ANA) and Japan Airlines (JAL) have inspected wiring related to engine fire extinguishers on their Boeing 787-8s, after a fault was discovered on an ANA aircraft.

The problem was discovered during a pre-flight check aboard a 787 (JA813A) as it was preparing to depart on a Tokyo Haneda-Frankfurt service on 14 August, the carrier says.

The pilot observed an error

message associated with a fire extinguisher located in one of the Dreamliner’s Rolls-Royce Trent 1000 engines. Inspections by ground crew revealed a wiring error, in which the extinguisher controls for the left and right engines were crossed.

In the event the flightcrew needed to tackle a fire in one engine, the crossed wires would have caused the extinguisher in the other powerplant

to activate. ANA rectified the fault, but the flight was delayed nearly 2h.

Learning of the ANA issue, JAL decided to recall a 787 that had already departed on a Tokyo NaritaHelsinki service back to the airport for a check, it says.

ANA conducted a check of its remaining 19 Dreamliners, and found the same problem replicated on two more aircraft. O

Asked if any further compensation demands were pending, Smith replied: “We think they are all behind us now.”

The 787 was grounded for four months until Boeing devised an improved battery enclosure that would prevent the onboard lithium-ion batteries from overheating and generating smoke, toxic fumes or fire.

The grounding order in midJanuary caught LOT at a difficult time. The order by the US Federal Aviation Administration was issued as LOT was conducting the inaugural flight of a 787 route between Warsaw, Poland, and Chicago-O’Hare. O View the full history of problems that have afflicted the 787 at flightglobal.com/787woes

TURBOPROPS FIRDAUS HASHIM SINGAPORE

Lion Air considers N219 as it eyes expanded reach

AirTeamImages

I

The NC212 has found favour with Indonesian carriers 14 | Flight International | 20 August-2 September 2013

ndonesia’s Lion Air has confirmed its interest in acquiring up to 50 Indonesian Aerospace N219 19-seat turboprops, as it looks to expand its reach to new airports.

The carrier says an aircraft of the N219’s size would allow it to serve as many as 200 additional airports across Indonesia, particularly in the east of the country.

Lion indicated it would look to acquire around 50 of the type, although any order is “still a matter for negotiations”.

Production of the aircraft has

yet to commence, but Indonesian Aerospace has previously indicated it will assemble four flightand static-test airframes in 2014.

Other Indonesian carriers including Nusantara Buana Air and Merpati have already indicated their interest in the new type, with the former provisionally ordering 20 aircraft in February 2012.

The N219 is based on the EADS Casa C212, which Indonesian Aerospace produces under licence as the NC212, and is operated by carriers including Merpati. O flightglobal.com

Bombardier, NextGen, Q400 and The Evolution of Mobility are Trademarks of Bombardier Inc. or its subsidiaries. Š2013 Bombardier Inc. All rights reserved.

AIR TRANSPORT

Check out our collection of online dynamic aircraft profiles for the latest news, images and information on civil and military programmes at flightglobal.com/profiles

MAINTENANCE MICHAEL GUBISCH LONDON

Dry ice allows LHT to cut wet washes MRO provider to use CO2 pellets in winter and cold areas as research project shows lower risk of ice accumulation temperature of the CO2 also makes dirt brittle, aiding its removal without affecting component surfaces.

LHT claims the new method halves wash times compared with its water-based Cyclean procedure, and cuts them by up to 90% versus similar processes used by engine manufacturers.

This enables more frequent cleaning of engines, and also covers medium-range aircraft with shorter on-ground times, it says.

Despite the advantages offered by the dry ice, LHT will initially continue to use water for the majority of engines washes, only utilising the CO2 during the winter months and in cold regions.

Its engineers developed the dry ice-based technique via a joint research project running since 2009, in conjunction with Darmstadt University and Frankfurt-based air equipment specialist Pneumo.

The project – supported with German government funding – has now been concluded, with patents registered in Europe and the USA. LHT is now planning a followup project to assess the potential for other media to be employed in the engine wash process. O

Antonov is seeking commercial applications for the airlifter PROPULSION TOM ZAITSEV MOSCOW

An-70 freighter plans are spurred by new propfans M

otor Sich is to produce a new derivative of its D-27 engine – the D-727 – to power the freighter variant of the Antonov An-70 transport.

The Ukrainian engine maker’s president Vyacheslav Boguslayev revealed the plan during a briefing in Zaporozhye.

Powered by four IvchenkoProgress D-17 propfan engines, the An-70 was developed as replacement for the An-12 airlifter. Russia intends to acquire several dozen of the aircraft as part of its long-term national rearmament programme.

Last year, the Ukrainian and Russian governments tentatively

The new process also reduces the time taken for engine cleaning 16 | Flight International | 20 August-2 September 2013

assessed the KAPO plant in Kazan for An-70 assembly.

However, Boguslayev says the process of carrying out this project has slowed down: “One of the ways to spur it on is to work out a commercial application for the An-70. To this end, we’ll produce D-727 engines fitted with fan cowlings.”

Antonov chief designer Dmitry Kiva says modification work on the An-70 will take less than a year.

He and Boguslayev believe that, given the type’s technical characteristics, its freighter variant might be attractive for the long-haul, high-capacity cargo market. O

STRATEGY MAVIS TOH SINGAPORE

Sign up to Flightglobal Pro for global MRO news and data at flightglobal.com/mro

Beijing eyes indigenous engine

C

Lufthansa Technik

erman maintenance, repair and overhaul provider Lufthansa Technik (LHT) is planning to improve the speed and efficiency of engine-wash processes by using dry ice instead of water, following the conclusion of a four-year research project.

Turbofan engines can be cleaned on-wing to improve compressor efficiency and reduce fuel consumption and emissions. Normally water is sprayed into the inner fan area while the engine spools up using bleed air. The contaminated water is then collected from the engine exhaust stream.

But LHT says by utilising solid CO2 pellets instead of water the time taken to complete the process is significantly reduced, as is water consumption.

The revised procedure also permits engine washing in winter.

This is usually restricted when air temperatures drop below 5˚C (41˚F), to avoid residual water freezing inside the engine core.

However, this is not an issue with the 3x6mm CO2 pellets, which return to a gaseous state at -78.5˚C and leave no residue.

LHT says some contamination on blades and vanes is mechanically removed due to the pellets’ kinetic energy. But the subzero

AirTeamImages

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hina has set itself a 10-year target to complete the development of an indigenously produced turbofan engine.

Zhang Yanzhong, chairman of an advisory committee on the Comac C919 aircraft programme, says the nation has identified jet engine development as one of its key priorities.

“This project is significant for the development of China’s aviation industry,” says Zhang.

He adds: “Currently, Chinesemade aircraft are all using foreign engines. For a period of time it will be hard for a domestic engine to achieve international

standards – this is a reality we have to face.”

Zhang says China’s aviation industry has a weak foundation because it lacks resources, infrastructure and experience.

Last year, China said it planned to invest CNY10 billion ($1.63 billion) into research and development for commercial aircraft engines, to allow it to reach a similar production standard as its Western rivals, and cut reliance on foreign suppliers.

The programme will be undertaken by state-owned aircraft manufacturer AVIC’s Aviation Engine Holding subsidiary. O flightglobal.com

DEFENCE

Rostvertol takes Mi-28UB combat trainer for a spin DEFENCE P18

Boeing

PROCUREMENT

Seoul seeks tankers to close its capability gap S

outh Korea plans to acquire four in-flight refuelling aircraft for induction into its air force by 2017, with the value of the programme expected to exceed W1 trillion ($900 million).

Bidding will commence in February 2015, with a contractor scheduled to be selected by Seoul’s Defense Acquisition Program Administration by October the same year, according a report carried by the official news agency Yonhap.

The primary candidates for the requirement are likely to be the Airbus Military A330 multi-

role tanker transport and the Boeing KC-46.

Despite having an active fleet of more than 400 combat aircraft, South Korea’s air force currently has no air-to-air refuelling capability. According to the report, the introduction of tanker aircraft would allow the nation’s fighters to spend more time operating over a series of small islands in the Sea of Japan that are the source of a territorial dispute with Tokyo. O Follow the latest military fleet news from across the world at flightglobal.com/defence

MODIFICATIONS

New-look Super Hornet shapes up

Boeing has flown a US Navy F/A-18F Super Hornet equipped with conformal fuel tanks and a weapons pod for the first time, from Saint Louis, Missouri. The hardware installed on the aircraft is not functional, but is designed to test the aerodynamic qualities of the enhancements. Some advanced low-observable treatments are also expected to be tested on the aircraft, which is being leased by the company for the trials. Boeing has proposed the modifications as part of its international roadmap for the Super Hornet.

DEVELOPMENT DAVE MAJUMDAR WASHINGTON DC

USN clips wings of UCLASS concept Dilution of requirements prompts fears programme could be cut as retired admiral savages stealth and endurance reductions oncerns have been raised that the capabilities of the US Navy’s proposed unmanned carrierlaunched surveillance and strike (UCLASS) aircraft have been so watered down from the original concept that the programme could be vulnerable to cancellation by a cash-strapped Pentagon.

“The less-survivable, less-endurance approach, although cheaper, is, to me, not transformational,” says retired chief of naval operations Adm Gary Roughead.

The original unmanned combat air system (UCAS) concept had called for a stealthy, long-range bomber that could take off from an aircraft carrier with a hefty payload and be refuelled in-flight.

“The idea [of] a long-dwell, longrange, refuellable, survivable UAV coming off a carrier was extremely important,” Roughead says.

By contrast, the navy’s current vision – modified by the Joint Requirements Oversight Council during a meeting last December – is for a modestly stealthy UCLASS that emphasises intelligence, surveillance and reconnaissance (ISR) missions flown over lightly flightglobal.com

US Navy

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The X-47B is the precursor to an operational UCAS contested airspace, and with a light secondary strike mission. According to the Department of Defense, the revised requirements were considered “within the broader unmanned aircraft portfolio, and included an assessment of the platform’s performance, capability, survivability and basing”.

According to the office of the Chief of Naval Operations, “the requirements were written to fill a long-standing gap in persistent, sea-based ISR and a review of the overall UAS portfolio”.

Key changes will affect the aircraft’s stealth requirements, while its payload capacity has also been sharply reduced, narrowing its ability to penetrate into the dense anti-access/area-denial environments in which the navy might have to operate in the future.

The reduced scope of the activity means many are questioning the necessity of the programme at all, and there are some within the navy who believe UCLASS could be offered as a sacrifice as the Pentagon copes with a reduced budget.

Roughead says the original concept was to evolve the Northrop Grumman X-47B UCAS-demonstrator aircraft into an operational machine, adding aerial refuelling as part of an evolutionary process.

The US Naval Air Systems Command says aerial refuelling capability might be added as a future goal, “pending early operational capability performance and fleet feedback”, but that it will not be required initially.

“I would like to see us evolve into something that has greater capability,” Roughead says.

“Everyone seems to be in agreement with the direction the programme is heading, which should put an affordable, capable platform on carrier flightdecks that will expand the navy’s ability to project power within the full joint portfolio of unmanned systems,” a senior military official counters. “Failing to have made the necessary tradeoffs would have measurably limited UCLASS capacity in a number of critical mission areas.” O Read more about unmanned air vehicles and their development: flightglobal.com/uav

20 August-2 September 2013 | Flight International | 17

DEFENCE

For free access to Flightglobal’s Defence e-newsletter visit ightglobal.com/ defencenewsletter

INVESTIGATION

Chafed wiring downed Tyndall F-22, says USAF

A

Russia’s air force will acquire the new derivative

Russian Helicopters

US Air Force Accident Investigation Board (AIB) has concluded that an internal ďŹ re caused by electrical arcing due to a chafed wire led to the loss of a Lockheed Martin F-22A Raptor at Tyndall AFB, Florida, during a training ight on 15 November 2012.

According to the report, a chafed positive generator-feeder wire arced and burned through an adjacent hydraulic line, which in turn caused the generator to go ofine. “When the [pilot] attempted to restart the generator, the ensuing arc ignited the misting hydraulic uid and started a ďŹ re in the left airframe-mounted accessory drive bay,â€? it says. “The ďŹ re compromised critical electrical and hydraulic systems that control the F-22A ight control surfaces, and led to an unrecoverable situation.â€?

The AIB also found that weather contributed to the loss, as cloud cover did not allow for the ďŹ ghter’s pilot to y a visual trafďŹ c pattern.

The pilot ejected safely, before the aircraft crashed about 0.2nm (0.4km) east of the unmanned air vehicle runway at Tyndall.

The pilot survived the incident, but his aircraft – tail number 00-4013 – was a complete loss.

The total cost was just under $150 million, the AIB says. The USAF now possesses 184 production Raptors and two test airframes. O

DEVELOPMENT CRAIG HOYLE LONDON

Rostvertol takes Mi-28UB combat trainer for a spin Variant offering dual flight controls and larger instructor cockpit set for display at MAKS show

R

ussia’s Rostvertol has performed the ďŹ rst ight of a dedicated trainer version of the Mil Mi-28 attack helicopter, with the UB-model aircraft due to be exhibited for the ďŹ rst time in the static display at this month’s MAKS Moscow air show.

Flown at the company’s Rostovon-Don site on 9 August, the new development features “a dual control system that can be used in Mi-28NE pilot training, while at the same time retaining all the functionality of an attack helicopter�, says Russian Helicopters.

Beyond the integration of a dual

hydromechanical ight control system, the UB model differs from previous Mi-28s by having had the size of its instructor cockpit and canopy increased. Crashworthy seats have also been installed as part of the project. “The new Mi-28UB will improve signiďŹ cantly and render more effective training of pilots of Mi-28NE Night Hunter helicopters, which are supplied to the Russian air force,â€? the company says. Moscow is understood to have signed a letter of intent for the possible acquisition of between 40 and 60 examples to equip its units, with

deliveries expected to be made between late 2014 and 2020. The new variant also will be offered to potential export users.

Flightglobal’s Ascend Online Fleets database records the Russian air force as having a current active inventory of 63 Mi-28s, with a further 34 on ďŹ rm order.

Kenya is now ying four examples from a 16-unit order, while Iraq has ordered an initial 12 examples from a planned 40-aircraft acquisition. Ascend also lists letters of intent as having been signed by Algeria and Venezuela, for 42 and 10 of the aircraft, respectively. O

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18 | Flight International | 20 August-2 September 2013

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SHOW REPORT

For a round-up of our latest online news, feature and multi-media content visit flightglobal.com/wotw

AUVSI 2013 Held in Washington DC between 12 and 15 August, the Association for Unmanned Vehicle Systems International’s annual exposition and convention attracted an estimated 8,000 visitors from more than 40 countries interested in autonomous and robotic technologies.

Among the hot topics on the show floor were the effects of budgetary constraints imposed by Congressional sequestration, and an ongoing effort to ease the integration of unmanned air vehicles into US airspace.

Report by Craig Hoyle, Kristin Majcher, Dave Majumdar and Zach Rosenberg. Pictures by BillyPix

LEGISLATION

Privacy concerns slow UAS use in civil airspace I

ndividual privacy concerns about unmanned air systems were in the spotlight, as the Aerospace States Association (ASA) unveiled a list of preliminary considerations for states working through legislation on implementing their use.

“Last year, when Congress mandated that the Federal Aviation Administration create a plan to integrate UAS in the national airspace. I don’t think anyone an-

ticipated that their progress could be so long delayed by widespread concern over privacy rights,” says Alaska’s Lt Governor Mead Treadwell, ASA chairman.

The association’s list includes six points for states to consider when implementing UAS. Among them is the consideration to require warrants for individual surveillance when a person is targeted in advance without permission. The ASA also asks states to

consider prohibiting the use of data captured from surveillance without warrants for other purposes, and to consider prohibiting UAS from carrying weapons in commercial airspace.

Treadwell points out the benefits of UAS for applications such as agriculture and search and rescue missions, and says that the recommendations are designed to give “informed, thoughtful and balanced references” to states as

they implement new laws.

“The paper, I believe, strikes a fine balance between protecting individual privacy rights as guaranteed by the Fourth Amendment, and exploiting the significant economic and humanitarian benefits of UAS technology,” says Treadwell.

Four US states have implemented legislation on UAS integration so far, while it remains pending in 35 more. O

TECHNOLOGY

Titan unveils ‘atmospheric satellites’ Catapult-launched, high-altitude, solar-powered Solara 50 and 60 set for first flight ahead of planned roll-out in 2014

T

itan Aerospace has revealed plans to fly its Solara 50 and Solara 60 high-altitude, solarpowered unmanned air vehicles, which the company describes as “atmospheric satellites”.

The aircraft are designed to be flown to an altitude of 65,000ft (19,800m), where they will be sustained by a 50m or 60m wingspan and a single large battery-powered propeller, driven by energy gathered by thousands of high-efficiency solar cells placed on virtually every possible surface.

Each Solara air vehicle will be launched using a catapult and cruise at 65,000ft at a maximum speed of around 52kt (97km/h), carrying a 31.8kg (70lb) payload for potentially up to five years,

Solar cells drive the aircraft’s battery-powered propeller before landing gently on its Kevlar-coated belly.

However, the aircraft’s payload capacity will vary greatly, depending on the amount of available sunlight. Operations during the longest days of the year could allow for up to an additional 45kg

20 | Flight International | 20 August-2 September 2013

to be carried, supplied with 100W of electricity overnight and ranging into kilowatts during the day.

Solara follows designs such as the AeroVironment Global Observer, Boeing Vulture concept and Qinetiq Zephyr.

“We’ve been developing this

for a number of years,” says Max Yaney, who oversees technology aspects of the programme.

“There are some very exciting programmes that have been attempted over the years. This is the holy grail of edge-of-space access. We’ve taken the lessons learned from all of those programmes. There are fantastic advances in composites that allow us to meet the strength and weight requirements. We employ the entire spectrum.”

A customer has reserved two Solara 50 aircraft to carry communications relay packages, but Titan declines to identify the client. The first example is under construction, and is expected to be rolled out in 2014. O flightglobal.com

AUVSI 2013

Discoverer II designed to perform maritime duties

SHOW REPORT

SHOW REPORT P22

HELICOPTERS

Matrix takes autonomous rotorcraft to another level Modified S-76 performs five autonomous flights as Sikorsky aims for 2013 unpiloted sortie

S

ikorsky has unveiled its Matrix optionally-piloted testbed, which will allow the company to study autonomous helicopter operations. The programme currently uses an older S-76 and will add a UH-60M Black Hawk in the coming months, but the “platform-agnostic” system will also be applied to additional, undisclosed platforms.

The modified S-76 has made five flights so far in autonomous mode, and Sikorsky intends to demonstrate unpiloted capabilities before the end of this year.

“We really think that the rotorcraft world is ready for autonomy in a big way, and that the opportunities that exist in our particular flight regime, which is the obstacle-rich environments

Sikorsky has been using an older S-76 as a testbed for the Matrix and very challenging conditions in particular, lend themselves to autonomy and intelligence,” says Mark Miller, vice-president of research and development.

The innovations lie in platform portability and contingency man-

agement – major issues in prior platforms. Sikorsky’s goal is to build a working programme so a ground-based operator need only decide a task to accomplish and a rough location; everything else will be handled by the aircraft. O

INDUSTRY

Ambitious China makes US UAV debut A

selection of Chinese unmanned air vehicles was exhibited in the USA for the first time, as Wuhan, Hubei Provincebased Hubei Ewatt moves to step up its production activities.

Models on show included the vertical take-off and landing EWZ-I (pictured) and EWZ-8 Octocopter.

Hubei is building what it says is the flightglobal.com

largest UAV manufacturing facility in China, with an initial capacity to produce 200 aircraft per year, but the option to scale up to 1,000.

Its product range includes the 120kg (265lb) payload SVU-200: the brainchild of Dennis Fetters, former owner of the now-defunct Revolution Helicopters, and larger systems are in the works. O

SURVEILLANCE

ScanEagle set to spread wings to civilian sector

B

uoyed by the recent receipt of type certification approval to support oil exploration activities off the coast of Alaska with its ScanEagle unmanned air system, Insitu is looking to increase its provision of surveillance services to civilian customers.

The Boeing subsidiary on 19 July received certification from the US Federal Aviation Administration to perform ice-flow monitoring and wildlife observation flights, using a stock of four shipbased 20.4kg (45lb) ScanEagles. A first flight could be conducted as soon as early September, according to Jim Williams, director of the FAA’s UAS integration office.

“With the certification, now we can start to responsibly introduce UAVs into the national airspace,” says Ryan Hartman, senior vicepresident, Insitu programmes. Another potential application is with the US Coast Guard, which has trialled the use of a ScanEagle from a National Security Cutter vessel.

Meanwhile, Insitu’s RQ-21A small tactical UAS is set for initial operational test and evaluation for the US Marine Corps from late October, with initial operational capability due in the second or third quarter of 2014, says PMA-263 programme manager Col Jim Rector.

Insitu is under contract to produce 36 RQ-21A systems for the USMC and US Navy, comprising 180 air vehicles. O

20 August-2 September 2013 | Flight International | 21

AUVSI 2013 SHOW REPORT

For a round-up of our latest online news, feature and multi-media content visit ightglobal.com/wotw

DEBUT

Maritime surveillance role envisaged for Discoverer II Flight-test activities already under way for 250kg air vehicle which boast endurance of 16h

E

urope’s Unmanned Systems Group gave a debut to its Discoverer II tactical unmanned air vehicle, with the design already involved in ight testing.

Shown with an electro-optical/ infrared sensor installed beneath its fuselage, the Discoverer II has been designed to accommodate the Selex ES Seaspray 5000E maritime search radar, says chief executive Michael Olofsson. With a maximum take-off weight of 250kg (550lb), the air vehicle, which boasts endurance of more than 16h, could alternatively carry sensors such as the Selex PicoSAR synthetic aperture radar as part of a payload totalling up to 70kg.

Potential applications could include performing intelligence, surveillance and reconnaissance tasks for military operators, or providing a border monitoring and coastguard capability for civilian customers, the company says.

Headquartered in Switzerland and with its ďŹ xed-wing develop-

Unmanned Systems says the UAV offers a total payload of 70kg ment activities centred on LinkĂśping, Sweden, Unmanned Systems Group last month merged its capabilities with those of Swiss UAV, whose products include the vertical take-off and landing Neo S-350. It has also forged a relationship with Kuwait Aerospace Technologies, through which it has tested its equipment in the Middle East.

The company also has begun

testing an innovative tip-jet propulsion system for its vertical take-off and landing Atro-X design, says business development director Phil Hoole. By channelling hot air from the aircraft’s small turbojet engine along and out through a rigid rotor, the 350kg aircraft will not need a gearbox or tail rotor, contributing to an expected 120kg payload capacity. O

WEAPON

Textron on target with BattleHawk

T

extron Systems has introduced its tube-launched BattleHawk unmanned air vehicle, with a weaponised variant to act as a miniature loitering cruise missile that can be carried by infantry platoons, says company programme manager Cathy Loughman. A surveillance version is also under development.

With a range of 2.7nm (5km), the armed version carries a 40mm focused-fragmentation grenade as its warhead, which Loughman says results in a very low collateral damage system. Removing the grenade will extend the endurance of the surveillance variant beyond the current 30min, she adds.

Textron hopes to win a contract to supply the US Army with the BattleHawk, Loughman says. O

It’s warhead is a 40mm grenade

UPGRADE TOTAL AIR, GROUND AND MARITIME NEWS COVERAGE

UNMANNED TODAY’S AGENDA

A full run down of key events to catch

China display a first

ISSUE 1 TUESDAY 13 AUGUST 2013

TITAN’S SOLAR FLAIR

The Solara UAVs can y at 65,000ft for weeks powered by efďŹ cient cells

Healing the sick: iRobot’s RP-VITA

More in tank for stalker 03 CEO’s welcome message 12 Governments hold up UAS 14 UCLASS gets too simple for its own good?

19 Selex Falco EVO cutaway

The UAVs have Artom Astafurov of Titan Aerospace beaming

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Principal sponsor

Unmanned Daily News

Flightglobalâ&#x20AC;&#x2122;s team produced three issues of Unmanned Daily News at AUVSI, and they can all be downloaded here: ďŹ&#x201A;ightglobal.com/auvsi

Lockheed fuels Stalker XE endurance L

ockheed Martin has raised the ďŹ&#x201A;ight endurance of its Stalker XE from 8h to nearly 13h, by using larger propane tanks to supply the unmanned air vehicleâ&#x20AC;&#x2122;s fuel cells. â&#x20AC;&#x153;Weâ&#x20AC;&#x2122;re still using the same Ultra ANI-based fuel cell,â&#x20AC;? says Lockheed programme manager Tom Coontz. â&#x20AC;&#x153;We simply put in a larger [3.2 litre liquid propane] tank.â&#x20AC;?

The Stalker is used in an improvised explosive device detection capacity for the US Army and US Marine Corps in Afghanistan. â&#x20AC;&#x153;The feedback has been greatâ&#x20AC;? from operations, Coontz says. â&#x20AC;&#x153;They havenâ&#x20AC;&#x2122;t asked for any changes to the airframe; theyâ&#x20AC;&#x2122;ve just been putting hours on it. Theyâ&#x20AC;&#x2122;re ďŹ&#x201A;ying it two to three times per day, every single day. Weâ&#x20AC;&#x2122;re matching the en-

22 | Flight International | 20 August-2 September 2013

durance to the mission requirements of our customer.â&#x20AC;?

Several potential international sales are under negotiation, Coontz says.

Lockheed also is ďŹ&#x201A;ight-testing a new version of its Fury UAV, which â&#x20AC;&#x153;improves certain areas

that our speciďŹ c customers wanted to have in terms of capabilityâ&#x20AC;?, says Jay McConville, director of business development for unmanned integrated systems. Improvements include noise signature reductions and a sleeker aerodynamic proďŹ le. O

The system is used by the US Army and US Marine Corps flightglobal.com

SHOW REPORT

For a round-up of our latest online news, feature and multi-media content visit flightglobal.com/wotw

LABACE 2013

PROGRAMMES

Cessna, Embraer advance on first flights of new jets

Neither Brazil’s stagnant economy nor even a winter chill failed to stop the industry and the public from again flocking to São Paulo’s Congonhas airport for the 10th Latin American Business Aviation Conference and Exhibition (LABACE). Embraer and Gulfstream displayed their entire product portfolios in the static display, while all helicopter and business aviation manufacturers except Airbus maintained a presence. Stephen Trimble reports

Final assembly work gathering pace on two new entrants to superlight sector with maiden sorties due in coming months

ABAG

T

wo new entrants in the superlight business jet segment by Cessna and Embraer are starting to come together in final assembly ahead of first flight events scheduled to take place over the next six months.

The three fuselage sections of the first Legacy 450 have been joined at Embraer’s factory in São José dos Campos.

The wing will be mated to the fuselage in September and the aircraft remains on track to fly by the end of the year and enter service in the first half of 2015, says Embraer Executive Jets president Ernest Edwards.

The development of the Legacy 450 trails the larger Legacy 500 by about a year. The latter is due to enter service in the first half of

2014. Both aircraft feature fly-bywire on all major control surfaces. Meanwhile, recent softwarerelated delays affecting Cessna’s M2, new Sovereign and new Citation X jets have not spilled over into the Latitude development programme.

Cessna senior vice-president of sales Kriya Shortt confirms the first fuselage has been completed in final assembly and it remains on track for its maiden sortie in early 2014.

The Latitude shares the wing, tail and engine structure of the slightly larger Sovereign aircraft, but not the fuselage.

Both Cessna and Embraer released the updates at LABACE in Brazil, which is a key market in the superlight sector. O

ROTORCRAFT

Helibras gears up for civil Super Puma production elibras expects to start building Eurocopter EC225s in Brazil in 2015 or 2016, after receiving final approval from French the authorities to transfer the production certificate.

The move allows the firm, which is jointly owned by Eurocopter and the state of Minas Gerais, to add another product line to its Itajubá factory, with the eventual goal of designing and building new helicopters for the Latin American market.

“It’s our plan to build [new] helicopters in Brazil,” says François Arnaud, vice-president of sales and marketing for Helibras.

Late last year, the company began delivering the first of 50 EC725s as part of a tri-service order for Brazil’s armed forces.

Assembly of the EC225s, the

civil variant of the EC725, can begin after military production winds down and clears space, Arnaud says.

Helibras is aiming the 11t 19-passenger helicopter at Brazil’s booming oil and gas industry. Thirteen EC225s are already in service in the Brazilian helicopter fleet. Helibras, meanwhile, signed a memorandum of understanding last year with Belo Horizonte-based Líder Aviação to buy up to 14 more Super Pumas.

Helibras also sees opportunities to sell other helicopter types to the Brazilian military. The navy has requirements for more helicopter trainers and light utility aircraft, for which Helibras is offering the AS350 B3e Ecureuil and EC645, respectively, Arnaud says.

Although the Brazilian govern-

24 | Flight International | 20 August-2 September 2013

ment offers tax incentives to defence contractors with 60% local ownership, Arnaud says that Helibras has no plans to change its ownership structure.

The voting shares are split between Eurocopter (70%), the Minas Gerais government (25%) and Brazilian investment group Bueninvest (5%). O

Helibras

H

Assembly work is focussed on EC725s for Brazil’s armed forces flightglobal.com

NASA lifted as new launcher clears design review hurdle

LABACE 2013 SHOW REPORT

SPACEFLIGHT P27

Busy Nextant makes time for Latin America

T

he rapidly growing market for business jets in Latin America will be the next sales focus for Nextant Aerospace.

Demand for the Nextant 400XTI remanufactured light business jet in North America and Europe caught the Cleveland-based company’s management by surprise, says Jay Heublien, vice-president for global sales and marketing.

As a result, the company has not shipped any aircraft nor received any orders from Latin American countries, despite the XTI’s predecessor, the 400XT having made a debut appearance at LABACE 2012, Heublien says.

Nextant intends to overcome that omission in 2014, he says, and is in discussions with two companies to serve as a local sales representative in Brazil.

It earlier appointed Cygnus Aviation as its exclusive sales agent for Venezuela, Colombia and the Caribbean.

The company is in talks with more than 30 potential customers for the re-engined Hawker 400.

Meanwhile, Nextant is still studying potential options for remanufacturing other business aircraft. O Read about the region’s growing business aviation sector at: flightglobal.com/latinambizav

MODIFICATIONS

Client feedback puts safety first in Phenom 100 update Embraer introduces package of measures to enhance light jet’s short-runway performance

F

ive years after it entered service, Embraer has unveiled the first major upgrade package for the entry-level Phenom 100 jet, adding an inboard, multi-function ground spoiler and speed brake, as well as several interior improvements.

The addition of the spoiler gives the Phenom 100 a feature previously reserved for the larger Phenom 300, but is not expected to affect the company’s ongoing initiative to receive a common type rating for both aircraft.

Embraer displayed the first Phenom 100 equipped with the

new flight control surface at Sâo Paulo’s Congonhas airport, where the longest runway is a relatively short 1,940m (6,360ft).

Safety concerns originally led Embraer to test a ground spoiler three years ago. In two incidents ultimately attributed to pilot error, the aircraft’s brake-by-wire system failed to stop Phenom 100s from overrunning the runway.

But a survey of Phenom 100 operators found that a ground spoiler was deemed less important than a speed brake, so Embraer decided to combine the

Stephen Trimble/Flightglobal

STRATEGY

The upgrade features a combined ground spoiler and speed brake

functions into a single device.

The ground spoiler works by increasing drag and dumping lift after landing. The speed brake is activated to increase the aircraft’s sink rate on approach.

Although it improves the aircraft’s performance on short runways, Embraer is not offering the system with a performance credit.

At the same time, the combined spoiler and speed brake will be installed as a standard feature at no extra cost for Phenom 100s delivered in 2013. The company is yet to set prices for 2014 models.

Embraer is also rolling out a collection of 11 new interior themes, with each replacing composite laminates with wood veneers. Another upgrade replaces the fixed club seating in the cabin with three moving chairs. The fourth chair remains fixed because it is located next to the cabin’s emergency exit door.

The Phenom 100 upgrades are revealed only a few months after Embraer rolled out improvements to the Phenom 300, including touchscreen displays on the Garmin G3000-based Prodigy flightdeck and increased take-off and zero fuel weights. O

APPOINTMENT

Bombardier goes local to regain lost Brazil sales C

anadian manufacturer Bombardier has launched a push to regain market share in Brazil by restoring a long-dormant alliance with the country’s largest sales agent.

Belo Horizonte-based Líder Aviação introduced the first Learjet aircraft in Brazil in 1968 and served as a sales agent until 1999, when the company switched to represent Raytheon Aircraft before it became Hawker Beechcraft.

The demise of Hawker-series production earlier this year as a flightglobal.com

result of bankruptcy, left Líder free to search for new OEM partners.

In the meantime, Bombardier had lost ground in the fast-growing Brazilian market, especially at the top-end of its business jet family. Over the last five years in the Latin American market, Gulfstream has shipped three times as many G550s as Bombardier delivered Global 6000s, and twice as many combined G450s and G500s as Bombardier’s Global 5000.

“We are catching up very quickly,” says Fabio Rebello,

Bombardier’s regional vice-president for Latin America. “We do expect Líder to help.”

In addition to acting as a local sales agent, Líder has an extensive presence in the country as a maintenance provider, fleet manager and charter operator.

Líder is now working to be approved as an authorised service centre for Bombardier aircraft, including the Global, Challenger and Learjet fleets. Líder also operates its own fleet of more than 100 general aviation aircraft, which

opens the possibility of acquiring Bombardier aircraft to augment its fleet, says president Eduardo de Pereira Vaz. At the same time, Líder is maintaining its status as the local sales agent for Beechcraft’s family of King Air turboprops and the airframer’s piston-powered Bonanzas and Barons.

Líder views the two product lines as complementary, allowing King Air customers to move up to Bombardier light or midsize jets over time, Vaz says. O

20 August-2 September 2013 | Flight International | 25

1-3 OCTOBER 2013

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SPACEFLIGHT

Money moves, MRO goes BUSINESS P28 DEVELOPMENT ZACH ROSENBERG WASHINGTON DC

NASA lifted as new launcher clears design review hurdle Agency still working towards first flight of SLS in 2017, with heavier versions to follow later ASA’s proposed Space Shuttle replacement – the Space Launch System (SLS) – has passed its preliminary design review stage, a crucial step for the new rocket.

The review applies to the initial version of the launcher, dubbed Block 1A, which will use a Rocketdyne RL-10-powered Delta Cryogenic Upper Stage and solid rocket boosters adapted from the Space Shuttle.

The 1A, which will be capable of lofting 70t into low Earth orbit (LEO) will make one flight in 2017 before it is replaced by the next iteration, the 1B. Changes to the latter will include a Rocketdyne J-2X-powered upper stage and asyet unselected advanced boosters.

It is scheduled to fly in 2021.

“This may be the most impor-

tant review we go through, and I say that because now’s the chance to make any changes we’d like to make without significant cost to the programme,” says Gary Lyles, SLS chief engineer.

“Coming out of this review, we feel good; we’re ready to go forward with the margin to do any of the design reference missions.”

Eventually a Block 2 version is planned to enter service, capable of lifting 130t.

Subsystem and component-level design reviews have been ongoing for some time; the core stage, the main part of the launch vehicle, reached that point in December 2012, followed by the interim solid rocket boosters in April 2013.

Adapting previously designed and built components has allowed

the SLS team to move faster through reviews than predecessor programmes.

SLS is designed specifically to launch the in-development Lockheed Martin Orion capsule on crewed journeys beyond LEO, the first such flights since the Apollo moon landings.

Although the 2017 flight will be uncrewed, it is likely to launch Orion on a cislunar flight to test its equipment.

Orion is scheduled for a first flight in 2014 atop a United Launch Alliance Delta IV rocket.

Although incapable of launching the heavy capsule beyond LEO, its re-entry from a highly elliptical orbit will allow it to achieve speeds simulating a return from lunar orbit.

NASA

N

The system will eventually loft 130t into a low Earth orbit The 2017 flight is likely to involve entering a retrograde orbit around the moon before making its return. O Visit the Hyperbola blog for expert spaceflight analysis: flightglobal.com/hyperbola

ROCKET PLANE

Study to examine launcher role for Skylon concept A

launcher, it is also now funding a study into the viability of the proposed Reaction Engines Skylon rocket plane.

Reaction will head the group under ESA’s €1 million ($1.55 million) Skylon-based European Launch Service Operator (SELSO) study, which has been issued by ESA’s Launcher Directorate.

The work will examine Sky-

lon’s ability to fulfil ESA’s launcher requirements “in terms of cost, flexibility and responsiveness, from the early 2020s,” says Reaction.

To be concluded by the end of the year, the evaluation will feature contributions from a number of other companies. Key among these will be that of Thales Alenia Space in Italy, which will exam-

Reaction Engines

consortium of companies has been commissioned by the European Space Agency (ESA) to investigate the potential for a reusable spaceplane to be used to launch satellites from the beginning of next decade.

Although ESA has already announced the baseline configuration for Ariane 6, the next generation of its flagship heavy

Skylon is envisaged as an 84m-long space vehicle, powered by air-breathing rocket engines flightglobal.com

ine the specification of a potentially re-usable system for satellite deployment in geostationary Earth orbit.

Qinetiq Space in Belgium will study payload carrier options within the vehicle’s cargo bay to “ensure maximum mission flexibility”, says Reaction.

Further work will identify the business case for Skylon and also detail any modifications required to ESA’s existing spaceport facilities in Kourou, French Guiana.

Skylon is envisaged as an 84m (275ft)-long unmanned space vehicle capable of lofting payloads of up to 15t into low Earth orbit. It will be powered by Reaction’s developmental air-breathing SABRE rocket engines, which in July received £60 million ($98.2 million) in funding from the UK Space Agency.

Reaction is working to begin flight testing of the powerplants from 2020. O

20 August-2 September 2013 | Flight International | 27

BUSINESS

Aircraft finance is among the sectors covered by our premium news and data service Flightglobal Pro: flightglobal.com/pro

MAINTENANCE ELLIS TAYLOR SINGAPORE

Money moves, MRO goes

Good week

For one Melbourne workshop, the pressure is on whether the Australian dollar is high or low

AURIGNY Faced with the

gatwicksteve Boeing

CYTEC INDUSTRIES The

materials specialist, which supplies resins to Boeing for its 787, has seen its stock downgraded to almost junk status by ratings agency Standard & Poor’s on the back of a perceived overreliance on its aerospace materials segment. Cytec’s rating now sits at triple-B-minus, just one level above junk territory. S&P says the move brings Cytec more in line with its aerospace and defence peers. In July, it revealed a 15% fall in Q2 profit.

Bad week

s everyone in aviation is well aware, almost everything is priced in US dollars – so for any company not based in the USA, the dollar exchange rate is a critical factor in business health.

There is rarely, though, a simple link between up or down currency movements and the bottom line. As Australian maintenance, repair and overhaul operator John Holland Aviation Services is finding, the complexity of that relationship can demand a fundamental rethink of strategy.

With the Australian dollar above parity with the US dollar in recent years, Australia-based airlines have had extra buying power abroad, so the company has found itself increasingly having to compete against shops in New Zealand and Asia for heavy maintenance work, where much of the cost is in labour.

JHAS’s response has been to move out of heavy maintenance, and it has recently begun winding down its Boeing 737 and Embraer 190 heavy programmes at Melbourne’s Tullamarine airport, shedding 40 technical and engineering workers.

As JHAS general manager Ross Alexander puts it: “The actual heavy checks themselves were a line of C-checks and modifications as part of a programme which at the time everybody went into hoping it would work.

“From a product point of view, it worked, but from a cost point of AUSTRALIAN DOLLAR EXCHANGE RATE US$ per A$1 1.10 1.04 0.98 0.92 0.86 0.80

Jan 2010

SOURCE: Reserve Bank of Australia

28 | Flight International | 20 August-2 September 2013

Jul 2013

One World

A

disappearance from spring 2014 of competitor Flybe on routes from London Gatwick to the Channel Islands, the government of Guernsey – known as the States – has given its backing to plans by locally based airline Aurigny to expand capacity on services to the UK. The loans or guarantees provided by the States will enable the carrier to buy new aircraft. The first of these will be a 120-seat Embraer 195, due for delivery in 2014.

Is the dollar cheap down there? view I don’t think it met customer’s expectations compared to what they could get overseas.”

Alexander says the high cost of labour in Australia makes it hard to compete. “Especially for the larger C-checks that extend up to four weeks and are in excess of A$1.5 million and 70% of it is labour, it is purely on the labour cost, which drives the economic choice,” he says.

However, with the Australian dollar now trading below $0.90 and expected to head lower in the coming months, Alexander says the differential between its relatively high labour costs and the total costs, including fuel, of ferrying an aircraft overseas for maintenance has fallen by approximately 15% in dollar terms.

He adds that if the Australian dollar continues to fall and settles around the $0.80 mark, it may make sense for airlines to keep heavy maintenance onshore.

“If that happens, medium and longer term, then that may open up possibilities for us to get back into heavy maintenance,” says Alexander. “Although we can’t compete on rates, we can compete on productivity, utilisation and technology in Australia.”

AND THEN AGAIN...

Although he is largely positive about the recent currency movements, Alexander says a falling Australian dollar will also put cost pressures on big customers such as Qantas and Virgin Australia, which may have implications for JHAS.

“It may have a broader impact in that the airlines themselves will suffer from the falling dollar and that in turn puts cost pressure on them,” he says. “If we’re part of that value chain, then that pressure will come [to] us also.”

With that uncertainty, the company has made the strategic decision to focus its efforts on winning work that has to be completed in-country. That includes its growing line maintenance operations at a number of airports in the country, as well as overnight and A-level checks at its Melbourne facility.

“As long as we focus on the things that need to be done incountry, then we start to insulate ourselves from the risk on the Australian dollar,” he says.

JHAS presently provides overnight checks on Jetstar’s Airbus A320s and A321s based at Tullamarine and line maintenance on Virgin Australia’s A330s, as well as for a number of international airlines at stations in Sydney, Melbourne, Perth, Adelaide and Brisbane.

For international line maintenance clients, it competes against firms such as IASA Global and Aircraft Maintenance Services Australia, a unit of SIA Engineering.

“If we can’t compete with Asia, that means that we really need to focus on the maintenance activities that are required to be done in-country,” says Alexander.

“Line work is always going to be required by the international organisations flying in here.” O flightglobal.com

BUSINESS Russia’s return

SPECIAL REPORT P31

BUSINESS BRIEFS

PEOPLE MOVES

Martens: MTU COO MTU Aero Engines has extended for five years the contract of chief operating officer Rainer Martens; he has been on MTU’s management board since 2006, having originally worked for the Munich-based company from 1997 to 2001, when he headed up the turbine blade/vane production centre, before transferring to Airbus, where he was production manager at the company’s Bremen plant before rejoining MTU. At Austrian Airlines, Sabine MlnarskyBständig is now VP human resources, succeeding Michael Ruplitsch, who has taken a job outside the Lufthansa group.

COLLINS SNAPS UP ARINC TO REBALANCE BUSINESS

ACQUISITION Avionics specialist Rockwell Collins is to buy aeronautical communications company Arinc for $1.39 billion from investor The Carlyle Group. Rockwell Collins describes the acquisition as “a natural fit” and says the transaction, once complete, will mean commercial activity accounting for 54% of its business, with government operations making up the balance. The two sides have reached a “definitive agreement” regarding the purchase. Rockwell Collins says it will combine Arinc’s networks and services with its own avionics and cabin technology systems, and that it will “expand our opportunities beyond the aircraft”. It adds that the acquisition will be accretive in terms of earnings per share once transaction and integration costs have been absorbed.

Michael Wiskerchen, whose NASA career included serving as programme scientist on Space Shuttle mission STS-9 and on the international team behind the operational design of the International Space Station, has joined biotechnology company Zero Gravity Solutions as VP spaceflight operations. Ian Crawford has been appointed president of Europrop International, to manage the TP400 engine programme that powers the Airbus Military A400M. He joins from partner company Rolls-Royce and replaces Simon Henley, who will return to R-R.

LOSSES GROW AT KOREAN CARRIER ASIANA

AIRLINE Asiana Airlines’ net loss widened to W80.1 billion ($71.9 million) in the second quarter from a loss of W37.4 billion in the same period a year ago. For the period, the South Korean carrier’s revenue fell by 4.1% to W1.37 trillion. The airline posted an operating loss of W29.9 billion, a reversal from an operating profit of W38.9 billion a year earlier. For the first half, its net loss widened to W128 billion from a loss of W39.3 billion.

COMMERCIAL SEGMENT BUOYS EATON

Austrian Airlines

MTU

Austrian Airlines, Europrop, MTU, Rolls-Royce, Zero Gravity

Mlnarsky-Bständig: HR role

QUOTE OF THE WEEK

“The Export-Import Bank is an example of everything everythin that is wrong wr with W Washington today” to

FIRST HALF At component manufacturer Eaton, aerospace sector sales grew slightly to $446 million in the quarter to 30 June, up from $436 million in the same period a year earlier. For the first half of the year, sales rose to $880 million from $866 million in 2012. Profit also nudged up marginally in both periods, to $67 million and $129 million from $59 million and $119 million respectively. “Aerospace markets in the second quarter continued their modest growth, with strongest growth in the commercial OEM market,” says Alexander Cutler, chairman and chief executive.

FIRST UK AEROSPACE BURSARIES GRANTED

EDUCATION A UK government scheme to boost the country’s aerospace sector has recruited its first intake of students with the award of 100 bursaries. These have been granted to employees and graduates to study Masters (MSc)-level degrees in aerospace engineering.

The scheme is jointly funded, with industry and government each pledging £3 million ($4.6 million) over three years to help recruit 500 people who want to build careers in aerospace, but need financial backing to study at Masters level.

BRISTOW HITS NEW HEIGHTS DESPITE ABSENT EC225S ROTORCRAFT Helicopter operator Bristow Group turned in a record first-quarter performance in the period ended 30 June. Operating revenue rose 12% to $359 million from $320 million a year earlier.

Adjusted EBITDAR grew to $102 million from $84.3 million and net income hit $26.9 million, up from $23.7 million. “This was a record first quarter for Bristow, with excellent top-line growth,” says William Chiles, president and chief executive. This was achieved despite the continued absence of its Eurocopter EC225 fleet, adds Chiles.

FLIR EXPANDS WITH $14.9 MILLION PURCHASE Utah Senator MICHAEL LEE is not a fan of the export credit agency and is resisting its reauthorisation

flightglobal.com

OPTICAL Imaging specialist FLIR Systems has acquired certain assets of DigitalOptics’ micro-optics unit for $14.9 million. Included in the purchase are fabrication equipment and more than 200 patents associated with the design and production of complex optical surfaces, substrates and low-cost components.

20 August-2 September 2013 | Flight International | 29

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RUSSIA

SPECIAL REPORT

RUSSIA’S RETURN

Slowly, Russian aerospace is regaining the reputation it had in Soviet times.

It has taken painful restructuring, but the country is creating aircraft – often with Western help – with wide appeal in export markets. In this special report ahead of MAKS, we assess the industry’s confidence and prospects

CONTENTS

32 36 38 42 44 46 48

Back from the brink Overview Getting there Superjet Back in business Irkut’s MC-21 New Frontiers Helicopters Lease of life IFC’s new trio Relaunch required Spaceflight Bear market MAKS preview

20 August-2 September 2013 | Flight International | 31

RUSSIA

SPECIAL REPORT

BACK FROM THE BRINK

Few saw potential for the Russian aerospace industry to recover from its post-Cold War slump, but it is proving the doubters wrong with a new-found confidence MURDO MORRISON MOSCOW

S

ince the break-up of the Soviet Union in 1991, experts have been writing obituaries of the Russian aerospace industry. When the Cold War ended, plummeting defence budgets and the loss of a captive market for its civil airliners in the Communist world meant a once-mighty sector was left starved of funds and burdened with ageing, legacy programmes unable to compete with more modern Western rivals.

An industry which boasted some of the brightest engineering brains and with a history of breakthrough technologies was left in apparent terminal decline. “In the 1990s, a lot of people went to the funeral of Russian aerospace,” recalls Oleg Demchenko, president of Irkut and a veteran of the Soviet-era industry.

Today, those death notices are being ripped up and, although change has been gradual rather than dramatic, there is a new-found confidence about Russian aerospace. This was seen in the number of exhibitors and programmes on display at June’s Paris air show in what the organisers dubbed “the return of the Russians”. However, it is the home event, MAKS, which will see a show of force from Russia’s newly-confident industry.

Two all-new civil airliners – the Sukhoi Superjet and the Irkut MC-21 narrowbody, designed and built in Russia, but with substantial involvement of Western partners – were launched in recent years, and renewed defence spending by Moscow has given a boost to key military programmes such as the Irkut Yak-130, the Sukhoi PAK-FA stealth fighter, fourth-generation Su-35 and Su-34

long-range bomber, and the latest versions of the Mikoyan MiG-29.

The Su-35 and Yak-130 – as well as the inservice Superjet and a host of military and commercial rotorcraft – were among the types which made an appearance at Paris. The creation in the mid-2000s of three state-controlled but independently-managed holding groups designed to consolidate all aerospace assets under one central management – United Aircraft Corporation for all the military and civil fixed-wing aircraft, Russian Helicopters and United Engines – has helped streamline the once fragmented and dispirited industry and given it strategic focus. The mergers have given the various units scale to commit to ambitious projects such as the Superjet and MC-21, improved the link between design bureaux and production plants as well as allowed for more coherent marketing messages.

SHAKY START After the collapse of Communist control 22 years ago, the industry’s prospects were not helped by a top-down structure designed to fit the needs of a command economy and allow the government to keep tight reins on the defence and security infrastructure. Design bureaux, based almost exclusively in Moscow, pitched products to the central planners, who in turn awarded contracts. Aided by a network of research centres and specialist universities, these bureaux – named after the fathers of Soviet aerospace such as Sukhoi, Ilyushin, Tupolev and Beriev – branded the programmes,

United Aircraft

Yak-130: Irkut is now delivering the jet trainer to the domestic customer

32 | Flight International | 20 August-2 September 2013

flightglobal.com

RUSSIA

SPECIAL REPORT

United Aircraft

RAC MiG is a “dynamically developing” company, says its general director

which were produced to order by factories in the far-flung regions. However, without direction from Moscow and with little in the way of budget, these organisations were largely cast adrift into the free market and forced to scrap for what work they could get.

Russia’s economic and political turmoil in the 1990s created stasis in the industry. With a few exceptions, the country’s civil aircraft output dwindled to a handful of units a year.

Even military programmes were struggling, although export sales did keep that part of the industry off life-support. Similarly, foreign demand for its top-selling, highly-specialist medium and ultra-heavy Mil and Kamov heli-

copters provided a lifeline for that sector.

However, even as rising prosperity led to air travel slowly returning to 1980s levels, Russian carriers, including Aeroflot, chose to replace creaking fleets not with home-grown types but with Western airliners. The irony of flying on an Airbus belonging to a state-owned Russian airline cannot have been lost on those hoping the industry could be revived.

PUTIN’S EMERGENCE All that, however, began to change about a decade ago, as a number of factors came into play. The emergence of the nationalist-minded Vladimir Putin as president meant Russia’s

aerospace industry was once again treated as a strategic pillar of the economy as well as a crucial part of the country’s security. Defence budgets began to be channelled towards new product development. At the same time, Putin and his ministers realised that the legacy structure of the industry – competing design bureaux and a fragmented and newly independent network of production plants – was unsustainable. Consolidation and coordination under a single umbrella organisation was the solution, and United Aircraft – dubbed the EADS of Russia – was set up in 2006. Russian Helicopters and United Engines followed.

United Aircraft president Mikhail Pogosy- gg

FIGHTERS

RAC MIG REVEALS REVAMP ROADMAP AS IT EXPLAINS ‘FULL-CYCLE’ APPROACH ALTHOUGH RAC MiG’s glory days of producing hundreds of fighter aircraft for the Soviet and other air forces may be behind it, the Moscow-based United Aircraft subsidiary is pressing ahead with plans to upgrade and export its existing aircraft models, of which the iconic MiG-29 lightweight combat aircraft is the flagship.

“We are a dynamically developing company,” says general director Sergey Korotkov, who, contrary to the belief that RAC MiG is simply a design bureau, insists that it is a “fullcycle” business, able to develop, test, manufacture, sell, maintain and upgrade its products.

flightglobal.com

The MiG-29 was developed in the late-1970s and went into service with the Russians in 1983. Around 800 remain in service in 24 countries around the world, and Korotkov says the company’s priority is to “maintain the status” of that and other RAC MiG types still in operation by offering revamped versions to existing and new customers.

The MiG-21 is arguably the longest-produced combat aircraft in history, with the first model going into service in 1959 and manufacturing only stopping in 1985.

India is among its operators and Korotkov visited the country in

May to celebrate its 50th anniversary of service with its air force.

“They will continue to fly it until 2020, which is a vivid example of its performance,” he says. “Of course, it has had many upgrade packages. I cannot think of many programmes that have had so many upgradings.”

Serbia is another long-time MiG operator, which is looking to replace six of its older MiG-29s with the newer MiG-29M/M2 variant.

“We recently demonstrated the latest version of the aircraft there and we have a great chance,” suggests Korotkov.

Another major project is an upgrade of around half of the Russian air force’s 122 MiG-31 interceptors to MiG-31BM standard. The package includes multi-mode radar, multifunction cockpit displays and ability to use Vympel’s RVV-BD long range air-to-air missile. Although the air force commander has suggested that the MiG-31s may all be replaced by 2028, Korotkov says the upgrade enhances their effectiveness and life considerably. “The MiG-31 is a unique aircraft that still holds a lot of world records,” he says. “ I hope it will be with our air force for a long time.” O

20 August-2 September 2013 | Flight International | 33

RUSSIA

SPECIAL REPORT

United Aircraft

the 1990s meant United Aircraft inherited an industry very much weighted towards defence production. “Two years ago 90% of our sales were military, but we are moving to a more balanced structure,” says Pogosyan, who was promoted to his current role after running Sukhoi for many years. “This year, transport and civil will be 20%. Between 2020 and 2025, they will get to 50%.” Helping the company towards that goal will be the two new commercial programmes which United Aircraft is banking on for strong export sales, the Superjet and MC-21.

It expects to sell 70% of the aircraft outside Russia. Both programmes come under the auspices of United Aircraft, although Italy’s Alenia Aermacchi has a 25% share of Sukhoi Civil Aircraft and markets the Superjet in the Western hemisphere.

Pogosyan also plans an organisational restructuring effort to create an entity modelled on EADS in Europe. So far, the consolidation has left the legacy businesses largely intact, but with closer integration between design bureaux and factories, a central management structure and one set of accounts. “The main restructuring will be over the next five years,” Pogosyan notes. That stage involves bundling the assets into divisions which reflect the four main markets: military, commercial, transport and specialised. The latter two include niche products from Antonov, Ilyushin and Beriev, ranging from outsized freighters to water bombers.

However, this will not mean an end for the famous names. “These have their value and place and future,” says Pogosyan. “We won’t be marketing aircraft under a single brand.”

gg an rules over the $6 billion-turnover organisation – known by the acronym OAK in Russian – from an unprepossessing, Stalin-era office block in central Moscow while a new corporate campus outside the city is being planned. Bringing together Russia’s diverse aircraft designers and production plants has not been easy – design bureaux have a long history of independence and are run by engineers fiercely loyal to the brand – whereas factories are tied into the local economies in the regions they are based. “The process of consolidation is long and complex,” says Pogosyan. “But by now, we have received all the assets and centralised the management and are producing consolidated accounts.”

The decline of Russia’s civil aircraft sector in

“We should integrate all the best technologies from the international market” MIKHAIL POGOSYAN President, United Aircraft

34 | Flight International | 20 August-2 September 2013

United Aircraft

The PAK-FA, which flew at MAKS 2011, will enter operational testing in 2014

SEEKING STEP-CHANGE He is confident that new military programmes for Russia and its main overseas partner India, robust defence export sales and upgrades of existing aircraft, as well as, in particular, the success of the civil programmes should see United Aircraft’s turnover top $7 billion this year, hit $10 billion by 2015 and double that figure by the end of the decade. While the new airliners could provide that step-change, it is United Aircraft’s military portfolio that has kept Russian industry in business over the past two decades and is now looking to a new generation of aircraft as well.

These include the PAK-FA, a fifth-generation stealth fighter being developed with India and intended as a replacement for the Su-27 and MiG-29. It flew in public for the first time at Moscow’s MAKS air show in 2011, and will enter operational testing in 2014 and service two years later. The aircraft has been launched on the back of commitments from Russia and India but has “good export potential” in countries that operate Sukhoi and MiG fighters. “It will complement future versions of these aircraft,” says Pogosyan.

The Su-35, a development of the Su-27 flightglobal.com

RUSSIA

The Su-35 impressed during its overseas debut at Paris 2013

MIG-29 ORDERS Nation

Flanker and a type Pogosyan describes as the “world’s best fourth generation fighter, despite the fierce competition”, made its overseas debut at Paris and will be on display at MAKS. Another upgraded version of the Su-27, the Su-30MKI, continues in production, largely helped by a deal in 2000 by India to licence manufacture 140 of the aircraft. Export customers for other Sukhoi aircraft include Indonesia, which will take delivery of four more Su-30MK2s by the end of the year, taking its fleet to nine and total Sukhoi inventory to 16. Another evolution of the Su-30MK with enhanced avionics and other equipment, the Su-30SM, has been in flight testing since last year.

With the Yakovlev and RAC MiG brands also in its portfolio (see box-outs), Pogosyan is confident that United Aircraft’s military business will remain strong. However, he is aware that Russian industry – unlike the Soviet Union during the Cold War – cannot do it all itself.

While design and manufacturing alliances as well as supplier deals are often necessary on the defence side – as with the PAK-FA – in its civil business, Russian industry has gone out of its way to secure foreign programme involvement. “Partnerships are a strategic imperative,” says Pogosyan. “We should integrate all the best technologies from the international market. In return, we are able to offer our partners things that no one else can.” O

Algeria Azerbaijan Bangladesh Belarus Bulgaria Cuba Eritrea India (air force) India (navy) Iran Kazakhstan Malaysia Myanmar North Korea Peru Poland Russia (air force) Russia (navy) Serbia Slovakia Sudan Syria Turkmenistan Ukraine Uzbekistan Yemen Syria

Inventory

On order

34 13 8 38 15 3 5 68 20 16 39 10 15 35 19 32 250

25

17

24 4 12 11 48 24 80 39 24 24

SOURCE: Flightglobal’s MiliCAS database

TRAINERS

YAK IS ON TRACK AFTER PARIS COMEBACK THE YAK-130 will be at MAKS after appearing at June’s Paris air show for the first time since the 1990s, the decade in which Yakovlev developed the advanced trainer and lightweight combat aircraft with its then Italian partner Aermacchi. Yet Irkut, the United Aircraft subsidiary which now owns the Yakovlev brand, has only just begun delivering the aircraft to its domestic customer.

“For many years, we were orient-

flightglobal.com

ed to the export version of the aircraft until we finally got an order from our MoD in December 2011,” says Irkut president Oleg Demchenko.

The company has delivered the first 18 examples of 55 aircraft, with all due to go into service by 2015.

Other countries flying the Yak-130 include Algeria, but Demchenko hints at two further deals and was hoping to sway additional potential customers at Paris.

Although the Yak-130 was developed alongside the (now) Alenia Aermacchi M-346 in what Demchenko says was the “first contract between Russia and the West to create an aircraft together”.

However, the two companies parted ways at the end of the 1990s, with the Italian company deciding to develop an advanced trainer, and their Russian partner a more conventional combat aircraft.

Although the two types look almost identical externally and have “a lot of features in common”, they follow different design philosophies, says Demchenko. “We remain friends but we chose different paths.” The Yak-130’s key quality is that it is “simple to fly, even for cadets with very little experience,” he says. “You cannot spin it, even if you wanted to. This is a most important feature for young pilots.” O

20 August-2 September 2013 | Flight International | 35

United Aircraft

SPECIAL REPORT

RUSSIA

SPECIAL REPORT

GETTING THERE

United Aircraft has put its faith in the Superjet to play a lead role in Russia’s civil ambitions, and despite a lack of recent orders, Sukhoi is confident it can deliver DAVID KAMINSKI-MORROW LONDON

S

CIVIL TYPES United Aircraft is relying on the Superjet to support its efforts to become a stronger player in the civil aircraft sector. It says about a third of its backlog of 740 aircraft are civil types.

It produced 12 Superjets last year – more than half its output of 22 civil airframes – the others comprise four Tu-214s and Tu-204s, four Antonov An-148s and a pair of Ilyushin Il-96s.

Chairman Vladimir Dmitriev says the revenue share of civil aircraft exceeded 10% and that production of Superjets has developed at a “good pace”, more than doubling that of 2012.

Dmitriev says the company intends to re-

turn the domestic civil aviation industry to the strong position it held in the 1970s and 1980s, creating a product line which can compete with those of other major manufacturers.

A more significant delivery took place during the Paris air show when Mexican carrier Interjet formally received the first of 20 Superjets United Aircraft wants to double its overall civil output to 40 aircraft this year. President Mikhail Pogosyan admits the target is “rather ambitious” but insists: “We’ll handle it.”

“Firm orders for the Superjet aircraft give us the confidence to increase production,” he says. The company’s immediate strategic target is to build at least 17 in a year, while putting in place measures to cut production costs. United Aircraft also wants to improve the type’s fuel consumption and performance, and lower cabin noise, having gathered data from the operation of early aircraft.

Pogosyan is optimistic that the production rate for the Superjet will reach three per month over the second half of this year and increase further next year to enable the airframer to turn out a total of 40 in 2014.

Superjet International

ukhoi’s civil aircraft division will head into the MAKS air show, the main event on its home territory, aiming to lift an order book which has largely been dormant for over a year.

Russian carrier Transaero was the last customer to sign for the type in any firm capacity when it opted for up to 16 Superjets in June 2012 – an unusual decision for an airline which had operated Boeing types almost exclusively, limiting its Russian-built complement to a handful of Tupolev Tu-214s.

Transaero’s decision means that three of Russia’s top five airlines are set to have Superjets in their fleets, but Sukhoi is still facing a battle to strengthen the type’s backlog.

United Aircraft presented its annual report to shareholders at the end of June, which stated that the Superjet had 170 orders from Russian and foreign customers – although the details of the backlog remain opaque.

Russian lessor Ilyushin Finance has been negotiating for 20 and appeared to move closer to a firm agreement during the Paris air show as it signed a preliminary pact for the aircraft, for delivery from 2015.

Ilyushin Finance is intending to take 15 of the basic Superjet variant, configured for customers in Southeast Asia and the Middle East,

as well as five of the new long-range version.

The long-range aircraft emerged earlier this year and Sukhoi has been aiming to achieve certification before the MAKS show.

Russian energy firm Gazpromavia is in line to take the first example by the end of this year, and crew training for the carrier on the type has already started.

Sukhoi has also been working to obtain certification for Category IIIa landings, an effort interrupted in mid-July when one of its prototype aircraft, 95005, suffered a gear-up touchdown at Reykjavik’s Keflavik airport during a series of approach tests. Despite the setback, the airframer remained confident that the approval will not be held up.

Aeroflot’s sixth Superjet was delivered in early March 2012, carrying the livery of global alliance SkyTeam 36 | Flight International | 20 August-2 September 2013

flightglobal.com

Superjet International

Further Western exposure is crucial to the firm’s strategy As part of its production drive, the company has commissioned a new facility in Kazan, Tatarstan, which will start producing composite structures for Superjets this year.

United Aircraft is establishing centres of competence for new aerostructure requirements and the facility, KAPO-Kompozit, will also be adapted to handle the manufacturing of components for the Irkut MC-21.

Sukhoi has progressed with efforts to smooth its production process, delivering in May the first Superjet to Aeroflot to be configured with an upgraded cabin sought by the carrier.

Aeroflot, which ordered 30 Superjets, took its initial 10 in a lightweight layout, but is intending to swap them out as the newly-fitted aircraft arrive. The enhancements include a more advanced flight-management system and weather radar, as well as video cameras, cabin lighting controls and an extra cabin crew working position.

ADDED EXTRAS Sukhoi adds that the cabin is fitted with additional passenger ventilation outlets, extra oxygen masks, and the aircraft has three lavatories and four galleys installed.

However, a more significant delivery took place during the Paris air show when Mexican carrier Interjet formally received the first of 20 Superjets. The initial handover was performed

by Sukhoi’s Italian joint venture Superjet International, which was established to take on the task of marketing the jet to Western customers.

It has been fitted with 93 seats, at Superjet International’s Venice facility, with a part of the cabin interior developed by the Italian design flightglobal.com

firm Pininfarina. It aims to give passengers the “crucial” impression of spaciousness and comfort compared with other aircraft in the same category, says president Paolo Pininfarina.

Hours before the prototype Superjet accident at Keflavik, the first Interjet aircraft passed through the airport on its delivery flight to Toluca. One of the airline’s pilots, on board the ferry flight, described the aircraft as “amazing”.

“Firm orders for the Superjet aircraft give us confidence to increase production” MIKHAIL POGOSYAN President, United Aircraft

Interjet plans to begin revenue flights with the aircraft around August, with the aircraft having to perform 100h of non-revenue service to satisfy Mexican regulations.

Chief executive Jose Luis Garza says the airline will have all 20 Superjets in its fleet by the end of next year, serving “mid-density routes” in Mexico which, he states, the aircraft “perfectly matches”. However, he adds that the type could also be used for US services with flights to Arizona and Texas.

“It means our aircraft will be seen flying to and from the USA, which is an important promotion for us in that market,” says Pogosyan.

Italian entities have been closely involved with the Superjet programme since 2005, most prominently through Alenia Aermacchi’s shareholdings in the airframer as well as Superjet International.

However, tensions between the two sides

surfaced during the Paris air show when Alenia parent Finmeccanica denounced their relationship as “difficult” and “expensive”.

“We signed an agreement [regarding the Superjet] which has been implemented in an unsatisfactory way for quite a long period of time,” said Finmeccanica’s new chief executive Alessandro Pansa.

Most of the Superjets delivered have gone to Russian and Asian customers, and the Interjet handover follows frustrated efforts to place the aircraft with Italian operators.

Pansa suggested the relationship should be “reviewed and restructured”, but stopped short of threatening to withdraw. Meanwhile, Alenia chief Giuseppe Giordo diplomatically stated that the programme is “important” and “strategic” and – with the Interjet delivery – was starting to generate results.

The friction echoes an earlier rift between the Russian and French sides – Saturn and Snecma – in the PowerJet engine joint venture, which builds the SaM146 for the Superjet.

PowerJet has turned out 64 engines and, by the beginning of June, 39 had been shifted to operational service. The company claims a despatch reliability of 99.89%.

It intends to produce 52 engines this year, adding that its production rate is being determined “according to the needs of [Sukhoi]”.

As part of the work to enhance the engine, Snecma performed a series of tests in June to examine an alternative fuel for the SaM146, using a 90:10 blend of regular Jet-A1 fuel and a sugar-based product known as farnesene. O For more analysis of the history of Sukhoi’s Superjet programme, visit flightglobal.com/superjet

20 August-2 September 2013 | Flight International | 37

RUSSIA

SPECIAL REPORT

Irkut

BACK IN BUSINESS

The MC-21’s origins can be traced back to a shelved twinjet concept from the 1990s

Irkut knows competition in the civil sector is tough, but it has high hopes for Russia’s new narrowbody, the MC-21, and has not been shy to look West for expertise

MURDO MORRISON MOSCOW

S

erious competition from Russian airframers may not have troubled market forecasters in Toulouse or Seattle for many years, but do not suggest to Oleg Demchenko that his countrymen are novices when it comes to producing airliners.

The president of Irkut – owner of the Yakovlev design bureau and now part of United Aircraft – insists Russia has an impressive tradition and a big potential future in the civil sector. “Although we have been quiet for 20 years, we are not rookies,” he insists. And while Irkut and its fellow airframers are unlikely to become as mighty as Airbus or Boeing in decades to come, he firmly believes they can secure a place in the global market with a new generation of aircraft.

The company is behind Russia’s first modern mid-range narrowbody, the MC-21, a programme which he says is progressing fast to first flight in June 2015 and certification two years later. The aircraft – which Demchenko refers to as his “favourite baby” – has its roots in the Yak-242, an all-new twinjet programme shelved in the late-1990s in the days when customers and state funds for Russia’s civil

38 | Flight International | 20 August-2 September 2013

aerospace industry had all but dried up. In the early 2000s, however, the government issued a new tender for a passenger jet and the newly-formed Irkut – a merger of Yakovlev, fellow design bureau Beriev and the Irkutsk production facility – began work on the design.

Moscow has provided 75% of the funding for the MC-21 – including roubles (Rb) 12.4 billion ($378 million) allocated by the trade and industry ministry for the current year – something Demchenko acknowledges has been vital to getting the programme through the design stage to its current phase, with four prototypes about to be built, one for static trials and three for flight test. “If we did not have government support, we would not have been able to continue,” he says. Russia’s Sverbank is also a “strategic investment partner”, contributing more than $1 billion to the project.

Irkut has been carrying out aerodynamic testing on scale models since 2009. Earlier this year the programme began to physically take shape. In February, fatigue tests began on the aircraft’s centre fuselage at the TsAGI Central Aerohydrodynamics Institute at Zhukovsky, near Moscow. The composite wing – built at Irkut’s new Aerocomposit centre of excellence at Ulyanovsk – wing- gg flightglobal.com

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RUSSIA

SPECIAL REPORT

“Although we have been quiet for 20 years, we are not rookies”

Irkut

gg box and empenage have begun an 18month test regime and “we are receiving the results we expected”, says Demchenko.

Irkut claims to have 256 commitments, of which 135 are firm, for the MC-21, which will be offered in two variants, a 150-seat -200 type and 181-seat -300 type.

Like all Russian aerospace manufacturers, Irkut’s predecessor companies had a lean 1990s. Set up as a partly private entity in the early 2000s – with shares listed on the stock exchange – Irkut’s role in the commercial sector has been that of a supplier of aerostructures to Airbus as well as Gulfstream’s Israeliassembled business jets. It became part of the

United Aircraft consortium when that was set up in 2006. Irkut’s other main programme is the Yak-130, a military jet trainer which has been in development since the early 1990s, but was recently given a fillip through an order from the Russian ministry of defence.

Although the MC-21 is being designed and built in Russia, like its fellow entrant in the commercial aviation sector, the Sukhoi Superjet, the narrowbody draws extensively on Western expertise, with Rockwell Collins avionics and, most notably, Pratt & Whitney’s PW1000G geared turbofan engine. UTC Aerospace Systems (formerly Hamilton Sundstrand) and Zodiac are also suppliers. Demchenko is confident that its international genes will win it customers beyond the former Soviet Union.

“There is no point in this programme if we are just aiming for local sales,” he says.

The supplier to Airbus will soon be taking on its customer – and rival Boeing – as a direct competitor, something that does not faze Demchenko. “Do you know of any market that does not have tough competition? We are talking to all the major airlines and we feel that the market is certainly big enough for another player,” he says. “I certainly intend to get my share of this business.” O

Irkut

OLEG DEMCHENKO President, Irkut

A cabin concept for the MC-21

40 | Flight International | 20 August-2 September 2013

flightglobal.com

RUSSIA

SPECIAL REPORT

The Ka-52 Alligator is used in a scout role by the Russian military

Russian Helicopters is developing a raft of models as it looks to boost its presence in the civil and export markets MURDO MORRISON MOSCOW

T

he Soviet Union placed great store in its military helicopter capabilities and the end of communism led to Russia’s manufacturers emerging as powerful players in the global market, particularly in the ultra-heavy and medium/heavy categories.

Following the consolidation in 2007 of the country’s two design houses – Mil and Kamov – and five assembly plants under the Russian Helicopters banner, the group will be at MAKS to promote its extensive range of established and in-development military and commercial rotorcraft.

The strategic priority for chief executive Dmitry Petrov is to boost Russian Helicopters’ penetration of both the export and civil markets. Although the company claims to represent 14% of the global helicopter fleet – with more than 8,500 helicopters operated in over 100 countries – Russia represents half that share.

Its business has also been skewed towards the military, which stands at 70% of sales.

However, Petrov believes that once a slew of new models becomes available during the next few years, the civil/defence split will even out.

Russian Helicopters products on show in prototype or mock-up form at MAKS include

the Mi-171A2, the latest variant in the ubiquitous Mi-8/17 family, the medium, multirole Ka-62 – the company’s first helicopter to be produced in “close collaboration with international companies” – and the Mi-38, an allnew medium transport helicopter.

In-service models taking part in the flying display include the Ka-226, a light multirole coaxial helicopter pitched at the medevac market and designed to perform in adverse weather conditions and high altitudes. The aircraft will feature prominently at the Winter Olympics in Sochi. A theme of Russian Helicopters’ airborne display will be counter-terrorism and fire-fighting operations, with the Mi-26, Mi-17-V5 and Mi-8AMTSh military helicopters all featuring.

Also taking to the skies will be the Ka-52 Alligator, another coaxial type, which is used as a scout helicopter by the Russian military.

In June, it made its first appearance at the Paris air show in 12 years and impressed in the air display.

Russia’s helicopter types may lack the elegance and style of some of their Western rivals – only a mother could love the firefighting coaxial Ka-32A for its looks – but what they lack in terms of aesthetics, they make up in terms of engineering ingenuity.

The country leads the world in many helicopter technologies. The 4t Ansat – which is

42 | Flight International | 20 August-2 September 2013

Russian Helicopters

NEW FRONTIERS being certificated in hydraulic flight control guise – was originally developed as a fly-bywire helicopter. However, certification problems led to that version being put on hold.

“Our opinion is that we were a bit ahead of our time,” admits Petrov. “The market was not ready, but the future belongs to helicopters with fly-by-wire.”

FLYING VISIT The Mi-38 is a new programme crucial to the group’s fortunes on the export market, particularly in Europe. With a 15.6t take-off weight and designed to carry an external sling payload of 7t, the model will slot below the heavy-lifter Mi-26 in the product range. Powered by a Klimov TV7-117V engine and built

by Russian Helicopters’ Kazan production plant, three prototypes have been produced and ground runs started in May. The helicopter is expected to make its public flying debut at MAKS. “Everyone is anxious to see it fly at last,” says Petrov. A fourth and final prototype is being assembled in close-to-production configuration – with a crashworthy fuel system and expanded windows – and Russian Helicopters is targeting a 2015 certification.

The aircraft, which will compete with AgustaWestland’s AW101 and the Sikorsky S-92, fits several missions, from special mission and paratroop carrier to search and rescue and offshore transport.

A mock-up of the Kamov Ka-62 was on show at Le Bourget, but the prototype proper, flightglobal.com

RUSSIA

Russian Helicopters

SPECIAL REPORT

Consolidation created a company with a wide variety of offerings (clockwise from top left): the Ka-32A11BC, the Mi-28NE, the Ka-52 and the Mi-171E

flightglobal.com

Australia this year, where Petrov says “feedback has been good”.

China is also a strong potential market for the model – which has the ability to precision hover over a blaze. The rapid growth of high-rise cities has created a need for the authorities to be able to respond rapidly to fires in tall buildings.

Six years after its establishment as the United Aircraft of the Russian rotorcraft sector, the Russian Helicopters name is becoming better known. However, Petrov says there is no danger of “extinguishing our design brands or those of our production facilities”, some of which date from the birth of the Soviet helicopter industry. Instead, the Mil and Kamov designations will remain on the heli-

“The market was not ready, but the future belongs to helicopters with fly-by-wire” DMITRY PETROV Chief executive, Russian Helicopters

copters, while Russian Helicopters will be the “umbrella brand, like Finmeccanica or UTC”, says Petrov.

Russian Helicopters was set up as a division of Oboronprom, which also controls the country’s consolidated aero engine industry.

Oboronprom, in turn, is part of Rostec, a state-controlled investment fund.

However, the company is keen to attract external investment. Although an earlier attempt at an initial public offering was abandoned, Petrov says the company uses “all the financial tools, including loans and bond placements” to raise capital.

An IPO is “not necessary to move forward” he says, but the company continues to monitor the market. “Once they are ready to value us to our true worth, we will be ready for placement,” says Petrov.

Russian Helicopters

which is currently in final assembly, is expected to be at MAKS. The 12- to 15-passenger transport, powered by French Turbomeca Ardiden 3G engines, is described by Petrov as the “first time in Russian history that a helicopter has been designed and built as a result of a huge international co-operation”. He adds: “Doing it this way involved risks, but the programme should be a success and the best in its class.” Two more prototypes are scheduled for this year, with flight testing beginning in October and certification slated for 2015.

The Mi-171A2 is the latest version of the venerable Mi-8/17, often claimed as the most widely-operated helicopter ever. A prototype has been in flight testing since the end of 2012 and a second version will appear at MAKS. Petrov describes it as a “deep upgrade of the Mi-171” with updated avionics, gearbox and engine, as well as composite blades and an X-shaped tail rotor, which “improves the flight performance considerably”.

The company expects to get approval for the variant – which it says is designed based on “feedback from operators and the extensive operating experience of these helicopters around the world” – in 2014.

A niche product which Russian Helicopters is also determined to push more widely is the coaxial Ka-32A11BC. Although it is in operation as a firefighter in Canada, South Korea and Brazil, among other countries, Petrov admits: “We have perhaps not promoted it to the best of our abilities.” However, the model was showcased and certificated in

PART PROBLEM One of the biggest challenges for Russian Helicopters in expanding its overseas footprint is its lack of a developed parts support and maintenance infrastructure outside the CIS. Petrov acknowledges this is a difficulty, but the company is addressing it: “We have a programme of expanding aftersales.”

The firm signed a deal with Denel to provide support in South Africa. A service centre in Brazil is in the offing and “we are looking at offers elsewhere in Latin America and Asia”, he says. “Delivery of spare parts around the world is still a problem, but we are working on it. By 2015 you will see results.” O

20 August-2 September 2013 | Flight International | 43

RUSSIA

SPECIAL REPORT

LEASE OF LIFE

Bombardier

IFC’s fleet expansion and global outlook reflect how far the Russian leasing firm has come, and it is ready to play a vital role in the country’s aerospace comeback

The firm believes that its decision to order Bombardier’s CS300 could boost the MC-21’s prospects, thanks to commonalities between the types MURDO MORRISON MOSCOW

T

hat a Russian finance house set up to promote the domestic leasing of home-grown types, such as the Ilyushin Il-96, in the industry’s darkest days should end up as one of the largest customers of the Bombardier CSeries illustrates how much the country’s aviation industry has changed. It also highlights the ambitions of Ilyushin Finance (IFC). The Moscowbased company is determined to become a major player in the global leasing business and could play a vital role in the revival of Russian aerospace.

In June this year, the firm – established in 1999 by the renowned design bureau Ilyushin and former banker and current chief executive Aleksandr Rubtsov – confirmed an order for 32 CS300 aircraft with options for 10 more. It followed a letter of intent signed at the MAKS air show in 2011. The larger variant of the CSeries will be one of three main types in IFC’s new-look portfolio, sitting between the smaller Sukhoi Superjet and the Irkut MC-21 narrowbody. Deliveries of the Canadian aircraft will begin from the third quarter of 2015 at a rate of around 10 a year.

When we spoke to Rubtsov in a Moscow restaurant shortly after his shareholders had inked the CSeries deal, he admitted that the

decision to opt for the CSeries had been unpopular with elements of the Russian media, which had castigated IFC for its lack of “patriotism”. However, Rubtsov – one of the few Russian aviation leaders to speak fluent English – is adamant that the CS300 is not only perfect for airlines seeking the most economical option on flights of up to 5,000km, but that having a Bombardier aircraft at the core of the IFC fleet could actually boost the prospects of Russian types.

Airlines opting for the CSeries will find it easy to operate it alongside the 170-seat and above MC-21, one of two Russian programmes IFC will add to its fleet later this decade, says Rubtsov. IFC has orders for 50 of the twinjet IFC’S CURRENT FLEET AND ORDERS Fleet

Ilyushin Il-96-300 Ilyushin Il-96-400T Tupolev Tu-204/214 Antonov An-124-100 Antonov An-148 Antonov An-158

7 4 24 3 13 6

Orders

Irkut MC-21 Superjet 100 Bombardier CS300 *

Provisional

44 | Flight International | 20 August-2 September 2013

50 20* 32

type, its biggest commitment to date. Not only do the Bombardier type and the MC-21 share the same Pratt & Whitney geared-fan engine, they have similar Rockwell Collins avionics and share many other components. “They have 60% commonality,” says Rubtsov, who has also secured a deal with Bombardier to provide aftersales support for its MC-21 customers; one of the biggest challenges for Irkut will be to establish a maintenance and service infrastructure.

Rubtsov – who expects to take delivery of his MC-21s from 2018 at a rate of about 10 a year – is confident of finding buyers for the single-aisle airliner in Russia and beyond. In fact, he predicts that seven in 10 of the aircraft will go to foreign operators. A total of 28 of the 50 MC-21s ordered will be powered by the PW1000G engine, with the “door open” for rival Russian engine maker Aviadvigatel to make a push for its PD-14 alternative for the remaining 22. However, Rubtsov says his compatriots would have to make “a proposal we could not refuse” for IFC to switch from the PW1000G. “The price and the performance will have to be very competitive,” he adds.

The third prong of IFC’s fleet strategy is the Superjet, produced by IFC’s sister company within the United Aircraft group, Sukhoi. The leasing company signed a tentative deal for 20 of the regional jets at the Paris air show which flightglobal.com

RUSSIA

would open the door to deliveries at a rate of three or four aircraft a year from next year. The deal could be formally inked at MAKS. Rubtsov expects to facilitate further expansion by two of the early customers of the Sukhoi twinjet â&#x20AC;&#x201C; Indonesiaâ&#x20AC;&#x2122;s Sky Aviation and Lao Central of Laos â&#x20AC;&#x201C; which have taken delivery of Superjets this year.

IFC is also considering other Russian and CIS types. It has already secured customers for 13 Antonov An-148s, and may order more of the Ukrainian regional jet. The latest version of the Tupolev Tu-204, the Tu204SM, is also a possibility â&#x20AC;&#x153;if the price is rightâ&#x20AC;?, says Rubtsov. IFC has already placed 24 examples of earlier variants of the aircraft. The future of the Aviadvigatel Ps90A2-powered, medium-range airliner, which was certiďŹ cated by the Russian authorities last month, is uncertain, however.

The only airline to show a serious interest in the 194-passenger jet, Red Wings, had its ďŹ&#x201A;eet grounded over safety concerns earlier this year.

IFCâ&#x20AC;&#x2122;s status as a part-subsidiary of United Aircraft remains in ďŹ&#x201A;ux as well. As the company expanded in the 2000s, tycoon Alexan-

â&#x20AC;&#x153;We are about to open a Berlin sales ofďŹ ce to establish a presence in Europeâ&#x20AC;?

ALEKSANDR RUBTSOV Chief executive, IFC

der Lebedev became a major investor, as did the Russian government. IFCâ&#x20AC;&#x2122;s present shareholding composition sees a 48% stake held

by United Aircraft and a 21% stake by a Rus-

IFC

SPECIAL REPORT

sian state development bank. Lebedev and Rubtsov own most of the remaining shares.

A shake-up is being proposed, with United Aircraft exiting and Lebedevâ&#x20AC;&#x2122;s 25% share being offered to investors. At that point, a rebranding which would see the legacy Ilyushin name being dropped may be considered, says Rubtsov.

A ďŹ nance house set up to ďŹ nd homes for Russian types is now on the road to becoming a serious player in the global leasing market with aspirations well beyond its domestic market. Rubtsov makes no bones about the fact that IFCâ&#x20AC;&#x2122;s customers are â&#x20AC;&#x153;second tierâ&#x20AC;? airlines, but there are plenty of these which are growing fast to meet the demands of domestic markets. â&#x20AC;&#x153;We are pushing outside the CIS and have made inroads into Asia,â&#x20AC;? says Rubtsov. â&#x20AC;&#x153;We are about to open a Berlin sales ofďŹ ce to establish a presence in Europe. Our priority in the next few years is to truly internationalise ourselves.â&#x20AC;?

A growing presence on the world stage is helping bring Rubtsovâ&#x20AC;&#x2122;s company to the attention of more airlines beyond IFCâ&#x20AC;&#x2122;s traditional sphere of inďŹ&#x201A;uence within Russia and the CIS. O

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flightglobal.com

20 August-2 September 2013 | Flight International | 45

RUSSIA

The Soyuz rocket is the only ride to the ISS

RELAUNCH REQUIRED

Although recent rocket failures have highlighted quality control issues, Moscow is still a spaceflight superpower DAN THISDELL LONDON

A

ccording to official Russian government news agency Itar-Tass, a special commission is expected by the end of September to present its plan for restructuring the country’s space industry.

Those plans, said deputy premier Dmitry Rogozin, must be carried out in full. Rogozin stressed that following an unacceptable and long series of failures, the condition of the rocket and space industry “requires broader and detailed consideration”.

Heritage makes for nice history, but it could be said that a rocket-launching operation is only as good as its last launch. If that is the case, then a space industry rightly famed for the first satellite (Sputnik, 1957); first man into orbit (Yuri Gagarin, 1961): first landings on the Moon, photos from the Moon’s surface, orbit of the Moon and sample-return missions (Luna programme, 1959-70); and first modular space station assembled in orbit (Mir, 1986-2001) may be better thought of today in terms of the giant

fireball in Baikonur, Kazakhstan, that ended, after a few wobbly seconds, a 2 July 2013 attempt to orbit three navigation satellites.

Investigation into that Krunichev Proton M incident is still under way, but early indications point to engine failure, premature lift-off and upside-down installation of angular velocity sensors, which are key parts of the rocket’s guidance system. The fact that more than 10% of Proton M launches fail, and that those have been scattered throughout its 74-flight history, point to a persistent quality-control problem.

HISTORY REPEATING A similar pattern dogs Russia’s Yuzhnoyedesigned Zenit rockets, the vehicle used by US-based Sea Launch. A spectacular 2007 failure on the floating pad led to bankruptcy for Sea Launch, which is now a subsidiary of one of the leading lights of Russia’s space industry, Energia.

Further pointing the finger at a pervasive quality-control problem was the late-2011 failure to leave Earth orbit of the Zenit-launched

46 | Flight International | 20 August-2 September 2013

NASA

SPECIAL REPORT Phobos-Grunt sample-return mission to the Martian moon Phobos. Its cause – the mission ended with an uncontrolled crash into the Pacific – was found to be computer malfunction thanks to the use of components not qualified for spaceflight.

But commentators on Russia’s space industry invariably praise sound if not excellent engineering. And Russia is not standing still. A flexible family of launchers, called Angara, is in development by the Khrunichev State Research and Production Space Centre to replace Proton, Zenit, Rockot and Kosmos. Angara will use kerosene and liquid oxygen fuel, and will bring an all-Russian character to an industry that is currently reliant on a lot of Ukranian technology and vehicles based on Cold Warera intercontinental ballistic missiles.

The modular concept bears much similarity to the US Air Force’s Evolved Expendable Launch Vehicle, which gave rise to the Delta IV and Atlas V, or indeed to the European Space Agency’s Ariane 6, although the latter will be all solid fuel in the main stages.

Signs from Russia are that Angara development is not urgent but that it is ultimately of strategic importance. Angara will hasten Russia’s withdrawal from Baikonur – to Plesetsk and Vostochny. The Baikonur cosmodrome is geographically advantageous, sitting in the most southerly part of the old Soviet Union, but is not in Russia itself.

Meanwhile, Energia is developing a new manned spaceship, to fly by 2018-2020. The capsule has been described by Roscosmos as “a universal spacecraft” capable of bringing six astronauts home from orbit.

Russia remains dedicated to international collaboration in spaceflight. A 10 July 2013 Tass report outlined plans by Roscosmos and its counterparts in Kazakhstan and Ukraine to develop a new launcher called Bayterek, a modernised version of Zenit.

What cannot be overlooked is the fact that Russian space technology is an integral part of many US and European launch programmes.

When budget wrangling in Washington forced NASA last year to tell ESA it had to pull out of the 2016 and 2018 ExoMars missions, Roscosmos stepped in to save the day.

The original ExoMars plan was for NASA to provide the Earth-to-Mars transportation for an ESA-built orbiter and descent module demonstrator in 2016 and an ESA-built rover in 2018.

But Proton launches for both legs of the mission are now agreed, and Russia is also providing some extra scientific instrumentation.

A more immediately visible Russian role in Western spaceflight is the venerable Soyuz rocket, which has, since NASA retired the Space Shuttle fleet in 2011, been the only ride to the International Space Station for US and European astronauts.

Soyuz also figures prominently in ESA’s flightglobal.com

RUSSIA

SPECIAL REPORT

CONTINUED APPEAL ESA built a copy of the Soyuz launch pad in Baikonur at its spaceport in Kourou, French Guiana, with the first launch taking place in October 2011, carrying to orbit the first two of Europe’s Galileo navigation satellites to orbit to build the Galileo constellation and place other payloads aloft. One high-profile event on the manifest highlighting Soyuz’s flexibility is the 25 October launch of ESA’s Gaia astrometry mission, which with a Fregat upper transit stage will be taken 1.5 million km to orbit the Sun and make a record, in unprecedented detail, of 1 billion stars in the Milky Way. The Soyuz launch site is actually a small distance from Kourou, at Sinnamary. The site was chosen for geological reasons, to accommodate the exhaust ports needed to match Soyuz’s home pad at Baikonur. But by removing Soyuz activity from the Vega and Ariane 5 sites, which sit very close together at Kourou,

NASA

unmanned programme, since it adopted the launcher to give itself a medium-lift offering between its heavyweight Ariane 5 and new, lightweight Vega vehicles.

The Angara family of launchers is of strategic importance to Russia

ESA has also satisfied some security concerns.

A Soyuz launch brings in about 100 Russian technicians, a presence that may have unsettled American Ariane 5 customers, were they too close.

Therefore in the long term ESA may like to have a home-grown alternative to Soyuz, but that is not likely to come any time soon. Ariane 5 is to be replaced by Ariane 6 from about 2020, by which time Vega will be well-established and, possibly, being readied for a new, all-European restartable upper stage – to replace the RD-869 restartable engine built in Ukraine and also used as the third stage on the Dnepr launch vehicle and its predecessor, the SS-18 intercontinental ballistic missile.

Germany’s aerospace research agency, DLR, is keen to work with Italian counterpart ASI – which leads the Vega programme – to develop such a stage. But cost and caution mitigate against speed in the space business, so do not expect change any time soon. And, when that change comes, do not be too surprised if Russia is a participant. O For analysis of the latest news on space programmes around the world , visit flightglobal.com/hyperbola

RUSSIA

SPECIAL REPORT

Russia’s air force has ordered 124 Sukhoi Su-34 fighter-bombers

BEAR MARKET

Although doubts persist about some parts of its industry, Moscow’s MAKS air show will allow Russia to demonstrate the fact that it remains very much an aerospace powerhouse STEPHEN TRIMBLE WASHINGTON DC

BillyPix

F

or six days in late August, the 11th biennial MAKS air show will become a platform for the world to assess the health and progress of a Russian aerospace industry that is still searching for success in the commercial market while striving not to lose pace on the military side.

This year’s event finds the industry taking a collective breath. It is two years after the flying debut of the Sukhoi T-50 stealth prototype and at least two years before the first appearance of the Irkut MC-21 narrowbody. No Russian-built design of similar scale and significance for the future of the Russian aerospace industry is likely to command the same level of attention in the flying display.

The crowds arriving on Zhukovsky air base will have fewer diversions to distract their attention from the increasingly heated rhetoric about the fate of the Russian industry. That is not to suggest that the public,

however, should come away altogether disappointed by a lack of attractions.

MAKS air show, after all, will feature only the second public appearance of the Sukhoi T-50 and the first since the 10th MAKS air show two years ago. MAKS is the world’s only venue for one to catch a glimpse of Russia’s most sophisticated fighter prototype on public display this year.

As with so many other venues, the Chinese are only too happy to capitalise on the absence of a US government presence. As the US Air Force’s sequestration problem prevents the return of a Boeing F-15E Strike Eagle to the flying display, the Chinese air force’s “1 August” display team of Chengdu J-10 fighters sporting Russian-made NPO Saturn Al-31 engines will take its place in the skies above Ramenskoye.

The J-10 display will be joined by other distinguished foreign visitors in the flying circus, including a Swiss air force Boeing F/A-18A and a French air force Dassault

48 | Flight International | 20 August-2 September 2013

Rafale. Although not as audibly forceful as the fighters, the presence of the Airbus A380 will certainly not go unnoticed and its presence will carry even more weight with the absence of Boeing’s 787.

The aircraft may be the stars of the air show, but even the dazzling choreography of the T-50 and the Sukhoi Su-35 cannot completely distract observers from the current plight of the Russian industry.

MAKS air show comes at a critical time for Russian commercial aircraft manufacturing.

Only two years ago, Sukhoi unveiled the first production Superjet 100 aircraft at the show, the first all-new commercial aircraft produced by Russian industry since the Soviet era. The Superjet 100 greeted the public with great hope for a fast production ramp-up and entry into new markets.

Two years on, production has not advanced beyond a trickle – 26 will be built this year – pushing the civil aircraft division of Sukhoi deep into debt. Dragged down by development gg flightglobal.com

RUSSIA

CRISIS OF CONFIDENCE The rarity of a VIP aircraft unveiling in Russia, however, is unlikely to break the crisis of confidence gripping Russian manufacturers. For more than a decade, Russia’s state-owned and private airlines have defected to Western-built aircraft. The 737 and Airbus A320 are now short-haul mainstays, whereas Tupolev has been developing its modernised Tu-204SM and achieved certification last year - orders for the twinjet have been virtually nonexistent.

The issue has been building for years, but the noises coming from the Kremlin appear to attaining a new level of intensity ahead of this edition of the show.

In a series of tweets fired off in late July, Russian deputy prime minister Dmitry Rogozin took state-owned airlines to task for failing to buy Russian aircraft for their fleets.

He also said that he will be holding a meeting on 14 August with Russian aircraft producers and customers to discuss the problem.

To be sure, Russia’s civil aircraft industry still has some reasons for celebration at MAKS despite all the political and financial concerns. Irkut officials indicated at the Paris air show that it expects to confirm two contracts for as many as 40 MC-21 single-aisle aircraft during MAKS this year, and other press reports have linked Irkutsk-based regional carrier IrAero to firming up a commitment for 10.

Engine manufacturer Aviadvigatel, meanwhile, is expected to unveil the first detailed cutaway of the PD-14 turbofan engine, which is in development as an alternative powerplant for the MC-21 and Russia’s best hope for relevance in the commercial turbofan market. The MC-21 will be delivered first with Pratt & Whitney PW1400G geared turbofans, but the Russian-built PD-14 could become a secondary option for airlines.

Russia’s military aircraft designers have taken the air show circuit by storm with the

Russian Helicopters is trying to reduce its reliance on military rotorcraft production

Airbus

gg costs and discounted prices of early Superjet 100 deliveries, the company is Rb70 billion ($2.1 billion) in debt. Last year Vnesheconombank opened a $1 billion credit line to fund the programme, however Sukhoi is still examining ways of restructuring its debts and improving liquidity.

As the financial situation plays out, the Superjet programme will no doubt put on a brave face at Zhukovsky. Last year, Embraer displayed its airliner-derived Lineage 1000 VIP aircraft at Jet Expo in Russia, with no answer from the equal-sized Superjet programme despite a launch order by Comlux dating from October 2011.

However, Sukhoi comes to MAKS this year prepared to answer the challenge, with plans to unveil the Superjet’s VIP configuration for the first time.

BillyPix

SPECIAL REPORT

Airbus will again display its superjumbo at MAKS on the back of orders from Transaero export of the Su-35 flying display outside the country for the first time earlier this year. It may be several years, however, before the MAKS audience sees an all-new Russian fighter make a debut. The T-50 prototype remains in an extended development phase.

Russian officials have recently disclosed plans to develop a replacement for the MiG-31 and Tupolev has acknowledged receiving a contract to design a next-generation bomber, but the public unveiling of either aircraft could be years away.

HELICOPTER HOPES A more promising prospect for air show surprises lies in the Russian rotorcraft industry. Stateowned Russian Helicopters is in the midst of a transition from a military-oriented business to a balanced portfolio of civil aircraft.

It remains possible that MAKS will witness the debut appearance and public flying display of the Kamov Ka-62, a light-twin-engined derivative of the 6,500kg (14,330lb) class Ka-60 military transport powered by Turbomeca Ardiden 3G powerplants. Another development from Russian Helicopters expected at MAKS is the first appearance of the VIP version of the venerable Mi-171 and the

50 | Flight International | 20 August-2 September 2013

modernised Mi-171A2 that slots into the booming super-midsize helicopter market.

On a smaller scale, start-up Russian manufacturer Berkut plans to follow up on the launch of the light single-engined, co-axial rotor helicopter at MAKS 2011 with the aircraft joining the flight display this year. Russia’s domestic market has not often been kind to new entrepreneurs, but the Berkut design promises to attract interest beyond Russia’s borders as a new alternative to the hot-selling Robinson R66.

For foreign visitors, MAKS is always an opportunity to catch up on new advances in Russian technology, whether it’s a new glimpse of the feared Vympel RVV-BD longrange air-to-air missile, an update on the manned Rus spacecraft development project or the industry’s progress in developing globally competitive unmanned air vehicles.

In the last of these categories, Russia’s leading UAV developer Transas plans to take a big step at the show by unveiling a medium-altitude, long endurance drone for the commercial market. O For full coverage and pictures from Russia’s flagship MAKS air show from 26 August, go to flightglobal.com/maks

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Quadrant House, The Quadrant, Sutton, Surrey, SM2 5AS, UK flight.international@flightglobal.com Editor Murdo Morrison FRAeS +44 20 8652 4395 murdo.morrison@flightglobal.com Head of Strategic Content/ Flight Daily News Editor Andrew Doyle +44 20 8652 3096 andrew.doyle@flightglobal.com Managing Editor Dominic Perry +44 20 8652 3206 dominic.perry@flightglobal.com Air Transport Editor David Kaminski-Morrow +44 20 8652 3909 david.kaminski-morrow@flightglobal.com Business Editor Dan Thisdell +44 20 8652 4491 dan.thisdell@flightglobal.com Defence Editor Craig Hoyle +44 20 8652 3834 craig.hoyle@flightglobal.com Operations/Safety Editor David Learmount +44 20 8652 3845 david.learmount@flightglobal.com Business & General Aviation Editor Kate Sarsfield +44 20 8652 3885 kate.sarsfield@flightglobal.com Magazine Enquiries Dawn Hartwell +44 20 8652 3315 dawn.hartwell@flightglobal.com FLIGHTGLOBAL PRO Editor Airline Business Max Kingsley-Jones +44 20 8652 3825 max.kingsley.jones@flightglobal.com Editor Flightglobal Pro Graham Dunn +44 20 8652 4995 graham.dunn@flightglobal.com Managing Editor Niall O’Keeffe +44 20 8652 4007 niall.okeeffe@flightglobal.com Content Editor Alex Thomas +44 20 8652 3184 alex.thomas@flightglobal.com Air Transport/MRO Reporter Michael Gubisch +44 20 8652 8747 michael.gubisch@flightglobal.com Senior Reporter Oliver Clark +44 20 8652 8534 oliver.clark@flightglobal.com AMERICAS Americas Managing Editor Stephen Trimble +1 703 836 8052 stephen.trimble@flightglobal.com Deputy Americas Air Transport Editor Ghim-Lay Yeo +1 703 836 9474 ghimlay.yeo@flightglobal.com Americas Air Transport Reporter Edward Russell +1 703 836 1897 edward.russell@flightglobal.com UAV & Spaceflight Editor Zach Rosenberg +1 703 836 7442 zach.rosenberg@flightglobal.com Military Reporter Dave Majumdar +1 703 836 4706 dave.majumdar@flightglobal.com MRO and Air Transport Reporter Kristin Majcher +1 703 836 8053 kristin.majcher@flightglobal.com Air Transport Reporter Jon Hemmerdinger +1 703 836 3084 jon.hemmerdinger@flightglobal.com ASIA/PACIFIC Asia Editor Greg Waldron +65 6780 4314 greg.waldron@flightglobal.com Reporter Mavis Toh +65 6780 4309 mavis.toh@flightglobal.com Reporter Ellis Taylor +65 6780 4307 ellis.taylor@flightglobal.com Australia Correspondent Emma Kelly EUROPE/MIDDLE EAST Israel Correspondent Arie Egozi Russia Correspondent Vladimir Karnozov FLIGHTGLOBAL.COM Editor Stuart Clarke +44 20 8652 3835 stuart.clarke@flightglobal.com EDITORIAL PRODUCTION Head of Design & Production Alexis Rendell +44 20 8652 8127 alexis.rendell@rbi.co.uk Global Chief Copy Editor Lewis Harper +44 20 8652 4958 lewis.harper@icis.com Chief Copy Editor, Flightglobal Asia Sophia Huang +65 6780 4320 sophia.huang@flightglobal.com Chief Copy Editor, Europe Dan Bloch +44 20 8652 8146 dan.bloch@rbi.co.uk Layout Copy Editor George Norton Global Production Editor Louise Murrell +44 20 8652 8139 louise.murrell@rbi.co.uk Deputy Global Production Editor Rachel Kemp

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Production Assistant Lizabeth Davis Global Digital Producer Jerome Joyce +44 20 8652 8849 jerome.joyce@rbi.co.uk Deputy Digital Producer Damion Diplock Digital Production Editor Colin Miller Web Production Editor Andrew Costerton Designer Lauren Mills Senior Editorial Artist Tim Bicheno-Brown Consulting Technical Artist Tim Hall

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SpeedNews 14th Annual Aviation Industry Suppliers Conference Toulouse, France speednews.com

16-18 September

World Low Cost Airlines Congress Sofitel Heathrow, London daniel.boyle@terrapinn.com

24-26 September Helitech International London, UK helitechevents.com

22-24 October

NBAA Business Aviation Convention & Exhibition Las Vegas, Nevada nbaa.org

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6-8 November

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17-21 November

Flightglobal Pro is a paid-for news and data service for professionals who need to find new opportunities or track competition within the air transport industry. The service puts a wealth of global intelligence at your fingertips, covering everything from airline fleets, routes and traffic, through to aircraft finance, industry regulation and more. www.flightglobal.com/pro

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ISSN 0015-3710

SppedNews 18th Regional & Business Aviation Industry Suppliers Conference Scottsdale, Arizona speednews.com Dubai Airshow Dubai World Central dubaiairshow.aero

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16-18 January

Bahrain International Air Show Bahrain bahraininternationalairshow.com

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25-30 March

Feria Internacional del Aire y del Espacio (FIDAE) Santiago, Chile fidae.cl

15-17 April

Asian Business Aviation Conference and Exhibition (ABACE) Shanghai, China abace.aero

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For a full list of events see flightglobal.com/events

20 August-2 September 2013 | Flight International | 51

CLASSIFIED

CLASSIFIED TEL +44 (0) 20 8652 4897 FAX +44 (0) 20 8652 3779 EMAIL classified.services@rbi.co.uk Calls may be monitored for training purposes

Aircraft spares

Equipment, Maintenance & Service

D a u p h i n Parts Specialists

Hangarage

Consultancy

Gl Esta ob b al lish Ex ed pe 19 rie 88 nc e

TEL +44 (0) 20 8652 4897 FAX +44 (0) 20 8652 3779 EMAIL classified.services@rbi.co.uk

www.alpine.aero

Helitech 2013

Booth E51 September 24-26, Excel, London

atlanticbridgeaviation.com s Airline start-ups and development s Feasibility studies, business plans s Aircraft acquisition & management s Airport development & masterplan s Regulatory compliance & manuals s Worldwide aircraft delivery all types Tel +44(1)1797 322 655 email: enquiries@atlanticbridgeaviation.com

HANGARAGE AND OFFICES AVAILABLE IN LONDON TODAY For long and short term competitively priced office space and hangarage contact: Katy Woolcott +44(0)1959 578500 estates@bigginhillairport.com www.bigginhillairport.com

LONDON BIGGIN HILL CLOSE TO THE HEART OF LONDON

Courses and tuition

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CLASSIFIED

Courses and tuition

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Taking you beyond compliance to performance Inspirational training and consultancy from the aviation safety world leader If you’ve ever attended a Baines Simmons training course, you will know that we’re passionate about the importance of taking your level of knowledge, understanding, skills and competencies beyond compliance.

Founded on thorough research and development and driven by our Consultants’ passion for their individual areas of expertise, our training and development courses are designed to help you reach higher levels of performance.

To discover how we can help you maximise your personal and organisational safety performance, call us today on +44 (0)1276 859 519 or email training@bainessimmons.com w w w. b a i n e s s i m m o n s . c o m

Tenders

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Tender Notice Name of the Tender

: Dry lease of Nineteen (19) new A320 aircraft with Sharklets, powered by CFM56-5B4/3 PIP engines Tender Number : HMM/14/A320Lease/ENQ-001 Tender Date : 5th August 2013 Closing Date : 3rd September 2013 Date of opening of Technical Bids : 3rd September 2013 Availability of Tender Document: Tender is available for download on Air India’s website www.airindia.in

20 August-2 September 2013 | Flight International | 53

TEL +44 (0) 20 8652 4897 FAX +44 (0) 20 8652 3779 EMAIL classified.services@rbi.co.uk

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CLASSIFIED

Sale of Parts

State of Kuwait Ministry of Finance

Notice of Civil Aviation Tires Sale

TEL +44 (0) 20 8652 4897 FAX +44 (0) 20 8652 3779 EMAIL classified.services@rbi.co.uk

Ministry of Finance hereby ANNOUNCES the sale of used Tires of Kuwait Amiri Fleet Aircraft (B747-400 9K-ADE) by a sealed envelope auction process as per following details in AS IS condition:1) Place of receiving auction conditions documents and participation request Bayan palace, Tender & Follow-Up department effective from this announcement issuance date till 19th September 2013. The Auction Conditions Documents and Participation Request will be delivered against non-refundable fees of KWD 5 to be deposited into the Amiri Diwan Treasury.

2) Tires physical Inspection Date/Venue Date: 20 Business days from 25th August 2013 to 19th September 2013 during KAC official working hours.

Venue: Kuwait International Airport, Kuwait Airways Company (Engineering Department) Material Section EJ. 3) Bid submission Date/Venue and envelope opening • Offers must be submitted between 10AM to 12PM on 9th October 2013 to the Ministry of Finance, Ministries Complex, Block 12, Third floor, General Storage Affairs Department, Central Sale Section, noting that no offers will be accepted after 12PM. • The sealed envelope will be uncapped and auction shall be held at 12:30PM on 9th October 2013 at the Ministry of Finance, Ministries Complex, Block 12, First Floor, Room 17.

• Successful bidder must submit his bid value in an endorsed cheque issued by a Kuwaiti local bank in favor of The Amiri Diwan.

4) Special Conditions • The Tires will be sold to local and foreign companies only and not to individuals.

• Payment and offer must be made in Kuwaiti Dinars.

• The bidder must physically attend on the auction process.

• Applicable International laws will be observed throughout the subject Tires sale transaction.

• Ministry of Finance, the Amiri Diwan and Kuwait Airways Company shall be deemed free from any legal liability in association with the subject Tires sale transaction during the sale process and thereafter.

• The successful bidder shall commit to be legally liable for any subsequent Tires sale that is not in accordance with applicable International laws.

• The Tires at R-00 worn levels.

Auction Conditions Documents and Participation Request can be collected from Mrs. Tahani Al-Qandi. Tel. 00965 25391826 Aircraft Physical Inspection is to be coordinated via Capt. Abdulmohsen Al-Fagaan.

Tel. 00965 24736374. Email: kwizrku@kuwaitairways.com

State of Kuwait Ministry of Finance

Notice of Aircraft Spare Parts Sale Ministry of Finance hereby ANNOUNCES the sale of spare parts of Kuwait Amiri Fleet Aircraft (B727, MD 83, G4, G3) by a sealed envelope auction process as per following details in AS IS condition:1) Place of receiving auction conditions documents and participation request Bayan palace, Tender & Follow-Up department effective from this announcement issuance date till 20th October 2013. The Auction Conditions Documents and Participation Request will be delivered against non-refundable fees of KWD 5 to be deposited into the Amiri Diwan Treasury.

2) Spare parts physical Inspection Date/Venue Date: (7) Business days from 6th October 2013 till 20th October 2013 during KAC official working hours.

Venue: Kuwait International Airport, Kuwait Airways Company (Engineering Department) Material Section EJ. 3) Date and place of bid submission and envelope opening • Offers should be submitted from 10AM till 12PM on 21st October 2013 to the Ministry of Finance, Ministries Complex, Block 12, Third floor, General Storage Affairs

54 | Flight International | 20 August-2 September 2013

Department, Central Sale Section. No offers shall be accepted after 12PM. • The sealed envelopes will be opened and the auction shall be held at 12:30PM on 21st October 2013 at the Ministry of Finance, Ministries Complex, Block 12, First Floor, Room 17.

• Successful bidder must submit his bid value in an endorsed cheque by a Kuwaiti local bank in favor of The Amiri Diwan.

4) Special Conditions • The spare parts shall be sold to local and foreign companies only and not to individuals.

• Payment and offer must be made in Kuwaiti Dinars.

• The bidder must physically attend on the auction process.

• Applicable International laws will be observed throughout the subject spare parts sale transaction.

• Ministry of Finance, the Amiri Diwan and Kuwait Airways Company shall be deemed free from any legal liability in association with the subject spare parts sale transaction during the sale process and thereafter.

Auction Conditions Documents and Participation Request can be collected from Mrs. Tahani Al-Qandi. Tel. 00965 25391826 Spare Parts Physical Inspection is to be coordinated via Capt. Abdulmohsen AlFagaan. Tel. 00965 24736374. Email: kwizrku@kuwaitairways.com

State of Kuwait Ministry of Finance

Notice of Civil Aircraft Sale Ministry of Finance hereby ANNOUNCES the sale of Kuwait Amiri Fleet Aircraft (A300C4-620 MSN 344 9K-AHI JT9D-7R4H1) by a sealed envelope auction process as per following details in AS IS condition:1) Place of receiving auction conditions documents and participation request Bayan palace, Tender & Follow-Up department effective from this announcement issuance date till 5th September 2013. The Auction Conditions Documents and Participation Request will be delivered against non-refundable fees of KWD 300 to be deposited into the Amiri Diwan Treasury.

2) Aircraft physical Inspection Date/Venue Date: 20 Business days from 11th August 2013 till 5th September 2013 during KAC official working hours.

Venue: Kuwait International Airport, Kuwait Airways Company (Engineering Department) Aircraft Maintenance Section MU. 3) Bid submission Date/Venue and envelope opening • Offers must be submitted between 10AM till 12PM on 8th October 2013 to the Ministry of Finance, Ministries Complex, Block 12, Third floor, General Storage Affairs Department, Central Sale Section noting that no offers will be accepted after 12PM. • The sealed envelope will be uncapped and auction shall be held at 12:30PM on 8th October 2013 at the Ministry of Finance, Ministries Complex, Block 12, First Floor, Room 17.

• Successful bidder must submit his bid value in an endorsed cheque issued by a Kuwaiti local bank in favor of The Amiri Diwan.

4) Special Conditions • The aircraft will be sold to local and foreign companies only and not to individuals.

• Payment and offer must be made in Kuwaiti Dinars.

• The bidder must physically attend on the auction process.

• Applicable International laws will be observed throughout the subject aircraft sale transaction.

• Ministry of Finance, the Amiri Diwan and Kuwait Airways Company shall be deemed free from any legal liability in association with the subject aircraft sale transaction during the sale process and thereafter.

• The successful bidder shall commit to be legally liable for any subsequent aircraft sale that is not in accordance with applicable International laws.

• The aircraft has only One Engine.

• The aircraft will be sold in total (WHOLE UNIT) and not partially.

Auction Conditions Documents and Participation Request can be collected from Mrs. Tahani Al-Qandi. Tel. 00965 25391826 Aircraft Physical Inspection is to be coordinated via Capt. Abdulmohsen Al-Fagaan.

Tel. 00965 24736374. Email: kwizrku@kuwaitairways.com

flightglobal.com

flightglobal.com/jobs EMAIL recruitment.services@rbi.co.uk CALL +44 (20) 8652 4900 FAX +44 (20) 8652 4877

RECRUITMENT

Getting careers off the ground

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LAME B2 AVIONIC ENGINEER

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(Macau based)

(Macau based)

REQUIREMENTS:

REQUIREMENTS:

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â&#x20AC;&#x153;A MEETING OF EXPERIENCEâ&#x20AC;?

We are seeking two motivated Aircraft Sales Representatives To be based at Cotswold Airport, Kemble. Must have experience of delivering high levels of service to key customers and also a knowledge of Light and Executive aircraft. Current PPL Highly desirable.

If you are interested in a new challenge with an initiative driven team please send your CV to: kjf@c2aviation.com

C2 Aviation is a member of the MIDAIR Group

flightglobal.com

20 August-2 September 2013 | Flight International | 55

HUNDREDS OF JOBS @ flightglobal.com/jobs

Application Procedures

RECRUITMENT

EASA Instructors for Sikorsky S-92

The

CHIRP

UK Confidential Human Factors Incident Reporting Programme

Deputy Director (Engineering) - Part Time KEEN TO USE YOUR ENGINEERING EXPERIENCE TO IMPROVE AVIATION SAFETY?

THE ROLE FlightSafety International, Farnborough, UK seeks Ground and Simulator Instructors for the Sikorsky S-92 program to instruct Initial, Recurrent and Enrichment Pilot Training courses.

Successful applicants will receive full training and a competitive benefits package.

Requirements s Hold or have held JAA/EASA ATPL(H) with IR(H) or CPL(H) with IR(H) s Have at least 1,000 hours flying experience as a helicopter pilot s Have at least 350 hours flying experience as a pilot of multipilot helicopters

flightsafety.com

Preferences s Previous Instructional Experience s S-92 or similar ratings s Search and Rescue s Offshore Operations Competitive Salary and Benefits For information or to apply, visit Careers at flightsafety.com, or call +44 (0) 1252 554 500.

Equal opportunity employer/M/F/D/V

A Berkshire Hathaway company

Charitable Trust

THE DESIRED PROFILE

CHIRP receives safety-related reports from aviation personnel, which we follow up on a confidential basis and, where possible, identify the safety lessons. Selected reports are published in the CHIRP FEEDBACK journal.

We are seeking a part-time Deputy Director (Engineering) as the incumbent will be retiring. You will be responsible for the analysis, co-ordination and administration of maintenance and engineering related confidential reports. You will also be responsible for the co-ordination of the UK Maintenance Error Management System (MEMS) initiative and the management of the MEMS database. The post-holder will report to the Chief Executive.

- Established reputation as an engineering manager with a strong safety ethos.

- Experience in the application of best practice in safety management in an engineering organisation.

- Good knowledge of the organisation and regulation of aircraft maintenance.

- Good interpersonal and communication skills. Ability to communicate effectively at all levels. Good written English.

- Competent in Microsoft Office and preparation/delivery of presentations.

The appointment will be based on a time commitment of about eight days per month and will require some attendance at our office at Farnborough, Hampshire, combined with distance/home working on a mutually agreed basis.

The remuneration package will reflect the expertise required, but a keen interest in improving aviation safety will be the main motivator.

APPLICATIONS To apply, please send your CV by e-mail to confidential@chirp.co.uk or by mail to The Chief Executive, The CHIRP Charitable Trust, 26 Hercules Way, Farnborough, Hampshire, GU14 6UU. For further details, please phone 01252 378 947.

The closing date for applications is 6th September 2013.

HEAD OFFICE, BALAKA, KURMITOLA, DHAKA-1229, BANGLADESH, PHONE: 8901600-14, 8901680-94, FAX: 88-02-8901558,www.biman-airlines.com

HUNDREDS OF JOBS @ flightglobal.com/jobs

Advertisement for Recruiting Agency Biman Bangladesh Airlines is looking for Recruiting Agency for a period of 02 years to help recruiting high quality expatriate professionals in various positions as per Company requirement.

The Agency should meet the following selection criteria: 1) Mandatory ­ Minimum 05 years experience ­ Experience with more than 02 reputed airlines ­ Track record of providing successful professionals

HELICOPTER CAPTAIN We currently have an exciting opportunity for a suitably qualified and experienced rotary pilot to join the JCB corporate aviation team. For further details visit www.jcbcareers.com

2) Desirable ­ Working experience with Asian Airlines ­ Experience of providing pilot or other operational staff.

Biman will pay ‘Fee’ for the recruited candidate only. No other fees are acceptable. The applicant must mention the expected ‘Fee’. Interested Agency fulfilling the above­ requirements are requested to send proposal along with supporting documents to email ID mgremp@bdbiman.com on or before 14 September 2013.

A. H. M. Shafiul Bari Manager Employment Human Resource Department Biman Bangladesh Airlines Limited Balaka Bhaban, Kurmitola, Dhaka­1229 Bangladesh. www.biman­airlines.com 56 | Flight International | 20 August-2 September 2013

Zenon Recruitment is one of Europe’s fastest growing specialist suppliers of skilled personnel to the aviation industry We currently require a

MAINTENANCE MANAGER for a helicopter maintenance operation based in Eastern Europe Zenon Aviation are also assisting a leading operational supplier to the airline and business aviation market in their search for a

REGIONAL VICE PRESIDENT – OPERATIONS For more information on these and other current vacancies, please visit www.zenon.aero +44 (0) 1483 332000 flightglobal.com

CTC FlexiCrew High flyers, on demand

Seeks Type Rated Pilots Locations UK & Worldwide Flexible & Permanent Positions

Contract and Permanent recruitment for the Aviation industry David Rowe, Alastair Millar, Jodie Green, Ian Chapman

www.ctcaviation.com/ctcflexicrew

Tel: +44 (0)1737 821011 Email: aero@cbsbutler.com www.cbsbutler.com

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One industry, one job site 58 | Flight International | 20 August-2 September 2013

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WORKING WEEK WORK EXPERIENCE MARTIN JOHNSTON

Repaying a nation’s investment

Martin Johnston is top instructor for Raytheon UK’s ASTOR Training Support Services business providing tutoring to the Royal Air Force’s Sentinel R1 flight and mission crews, alongside maintainers and ground station operators What was your introduction to aviation?

During college, I was part of a team building a Teenie Two aircraft powered by a converted VW engine. I built wing frames and worked on the modifications required to introduce a dual ignition system. I was hooked from then.

Where did your career go from there?

I joined the Royal Air Force as a flightline mechanic and started working on the “Mighty” Jaguar as it was affectionately known.

To me the buzz of a very busy flightline of fast jets was exciting and I wanted to do everything and anything that meant I was close to aircraft operations and maintenance. Never restricting myself to my primary job, I got involved with all of the single aircraft trades at the time. These experiences helped me decide the path I was to take, which was avionics. Having covered on-aircraft and depth maintenance, as well as bay maintenance to component level on complex multioperator sensor suites and electrical and hydraulic antenna

“Don’t accept anyone saying ‘you are/were only a…’ – enjoy what you do and give your best”

Johnston chose to specialise in avionics after working in numerous areas systems, I drew on my wealth of experience in many roles and became an instructor. Further promotion led me to become a support engineer in the defence logistics support organisation. It was here that I became involved with industry before returning once again to a teaching role, eventually taking the post of chief instructor and manager.

What does your current role involve?

I take great pride in being involved in the sustainment of a significant and proven UK defence systems capability that is saving lives. As cost account

manager and head of training for ASTOR Training Support Services, I am responsible for all training provision for Sentinel R1 flight and mission crews, aircraft maintenance and ASTOR ground station operators and maintenance teams. I’m also a maintenance human factors facilitator as well as the Raytheon UK Airborne Solutions training discipline lead.

How important has your experience within the RAF been for how you do your job now?

Invaluable. The RAF has invested a lot of time and money in me and even though I am no longer

serving, that investment is still being repaid. Having lived the life, I am able to understand MoD requirements and respond quickly with solutions, and even anticipate their needs in some cases.

What will have made it a good week for you come Friday evening?

While customer focus is key, a knowledgeable and confident student ultimately leads to a happy customer and a happy boss. Bringing people on in an engaging way is an achievement in itself and if I can put two of the three away each week then I am content.

What advice would you give to a young person looking to end up with the sort of career you have had?

Money is a byproduct of doing something you love. Don’t accept anyone saying “you are/ were only a” – enjoy what you do and give your best. Take every opportunity that comes your way and even if things don’t go well straight away, someone will notice and recognise you for your abilities. ■ For more employee work experiences, pay a visit to flightglobal.com/workingweek

If you would like to feature in Working Week, or you know someone who does, email your pitch to kate.sarsfield@ flightglobal.com

CHALLENGING PERSPECTIVES

Opportunities in Product & Quality Assurance www.jobs.eads.com

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20 August-2 September 2013 | Flight International | 59

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