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Avionics Innovation Safety Engines Industry

Thales Evolves To Connected AircraftCoordinating avionics, air traffic control and cabin entertainment with satellite navigation data, Thales’s Avionics 2020 system moves toward what the company calls a “connected aircraft.” 6

Airbus E-Fan Advances Electric FlightUsing a pair of electric motors powered by lithium ion batteries, Airbus’s E-Fan experimental test bed can carry two people aloft for up to an hour. The next step is to build a four seater hybrid. Page 22

Malaysia Airlines 777 Report DueWithin the next few weeks, aviation authorities will deliver a report on flight MH370 that will be the first step toward establishing improved aircraft tracking technology. Page 32

Airbus Placing Bets on New PowerThe concepts may appear to be science fiction, but Airbus is hoping its “distributed propulsion” concept will yield 10 percent fuel savings and reduce noise emissions at the same time. Page 33

Piaggio Notches 50-ship EVO DealPiaggio landed at Farnborough with its new-design EVO variant of the popular Avanti twin turboprop pusher. The market responded with an impressive order for 50 copies. Page 37

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Britain and France launch UCAV feasibility studyby Chris Pocock

In his last act as British Defence Secretary, Philip Hammond and his French counterpart, Jean-Yves le Drian, signed an agreement at the Farnborough Airshow yesterday to launch a two-year co-operative feasi-bility study for an unmanned combat air vehicle (UCAV). The Future Com-bat Air System (FCAS) deal is worth £120 million (more than $180 million) for six industry partners: BAE Sys-tems, Dassault Aviation, Rolls-Royce, Safran, Selex and Thales.

The outline plan for the FCAS co-operation was announced by the two countries last January, fol-lowing a “pre-study” by airframers BAE Systems and Dassault, which was launched in mid-2012. The new study will additionally involve teaming by Rolls-Royce and Safran subsidiary Snecma on the powerplant and by Selex ES and Thales on a multifunction sensor suite and communications.

Lessors Drive Another $50 BiLLion DAy At FArnBoroughMore orders for the just-launched Airbus A330neo

helped deliver another $50 billion day at the Farnborough International Airshow. AirAsiaX topped the sales led-ger with a $13.8 billion memorandum of understanding for 50 of the Rolls-Royce Trent 7000-powered A330-900neos–it will take delivery of its first aircraft in 2018.Leasing groups Avolon and CIT Group signed $7.7 bil-lion worth of MoUs that could see each of them take 15 A330neos. CIT also ordered five A321neos.

SMBC Capital spent big in the narrowbody segment of the Airbus portfolio with $11.8 billion worth of firm orders for 110 A320neos and five A320ceos. BOC Avi-ation, the Singapore-based and Chinese-owned lessor, is to spend around $4.1 billion on 36 A320ceos and seven A320neos.

Boeing also was boosted by a pair of $1.9 billion leas-ing group orders, each for six 777-300ERs–the first from

Intrepid Aviation and the second from Air Lease Corpora-tion. The latter also reconfirmed an order for 20 737 Max 8s. The U.S. airframer’s biggest deal of Tuesday was val-ued at $2.5 billion and will see CIT Aerospace take 10 of the new 787-9 Dreamliner. The lessor now holds orders for 20 787s, including 16 of the -9s.

Regional airliner makers also had a busy day here at Farnborough. Embraer did four separate deals for a mix of its new E-Jet E2s and the E175 and E190 (see page 4). Air Lease Corp signed an agreement to purchase seven more ATR72-600s. Bombardier logged six more Q400 sales (see page 37). CFM International won the largest engine contract of the day with a $2.9 billion agreement for Mexican low-cost carrier Interjet to buy Leap-1A engines for its new fleet of 40 A320neos. Air Lease Corp also selected the same engine for 20 A320neos, as well as 40 Leap-1Bs for 20 737 Max8s. n

e-sCAn unLeAsheDEurofighter Typhoon operators have gotten one step closer to being equipped with a Euroradar Captor-E AESA radar. For the full story, turn to Page 4.

Continued on page 4 u

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Eurofighter lifts wraps on Euroradar Captor-E by David Donald

The Eurofighter Typhoon IPA5 has arrived at Farnborough carrying precious cargo. Beneath the nose radome is the first flighttest example of the Euroradar CaptorE WFoR (wide field of regard) electronicallyscanned radar. The sensor was installed only recently and, after a few shakedown flights, the aircraft was ferried south from BAE Systems’ airfield at Warton, Lancashire, for the show.

The Eurofighter and Euroradar consortia lifted the lid on the CaptorE for the first time yesterday, although the protective cover over the antenna’s array of transmit/receive modules (TRMs) remained firmly in place. The program has been funded by industry in advance of a fournation development contract that is expected before the end of the year.

British Prime Minister David Cameron reaffirmed the UK’s commitment to the escan radar here at Farnborough on Monday. Following its appearance at

Farnborough, IPA5 will return to the BAE Systems airfields to begin flight trials with the CaptorE.

The large TRM array of CaptorE is mounted on a repositioner that allows it to see more than 90 degrees offcenter, greatly expanding tactical flexibility in the air defense domain. At the same time, the antenna is always tilted away from the center position to keep the aircraft’s frontal radar crosssection low. The advanced gallium arsenide TRMs are sourced from either Euroradarpartner Selex ES in Edinburgh, or the UMS in Ulm, Germany.

Radar 1 Plus BaselineThe radar revealed here is

representative of the productionstandard sensor known as Radar 1 Plus, which has been accepted by the four partner nations as the common baseline. It offers data link and some electronic attack capabilities, and simultaneous multimode operation, as well as significantly expanded airtoair capability compared to the mscan radar. Additional functions can be added by individual customers as they require.

The next aircraft to get an escan radar, also produced using industry funds, is IPA8. This is a currentstandard Tranche 3 aircraft now in final assembly at Manching in Germany. Tranche 3

Typhoons are built with the necessary provisions to accept the CaptorE, although they are currently supplied with the CaptorM mechanicallyscanned sensor.

The expected fournation

contract launches the full development program for the Radar 1 Plus standard, with the accent on “productionizing” the current configuration to achieve a more realistic costofbuild. p

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Airshow News Farnborough

TMEmbraer inks string of E-Jet-E2 ordersby Thierry Dubois

Embraer has announced a string of orders this week here at Farnborough International 2014, for a total of 158 regional jets (if all options are exercised). The most prominent one came from Trans States Holdings, the parent company of Trans States Airlines, Compass Airlines and GoJet Airlines, for 50 E175E2 airliners, plus an option for an additional 50. Its first E175 is expected to enter service in 2020.

Yesterday, Brazilian low cost carrier Azul Linhas Aéreas Brasileiras signed a letter of intent for 30 E195E2s and additional purchase rights for another 20. The firm order, valued at up to $3.1 billion at list prices, is expected to be inked by the fourth quarter of this year. The deliveries will begin in 2019 and will be spread over four to five years.

Meanwhile Embraer said that Fuji Dream Airlines of Japan has ordered three E175s

and taken options for an additional three. The order was already appearing in Embraer’s backlog, in the “undisclosed customer” category. It is valued at $256.8 million at list prices, including options.

Azerbaijan Airlines also has signed a firm order for two

E190s, which were also listed as an “undisclosed customer” previously. This contract is valued at $95.4 million.

Finally, Embraer announced that Moroccobased Royal Air Maroc is to become a new operator, with four E190s leased from Aldus Aviation. o

Yohei Suzuki, Fuji Dream Airlines’ CEO and chairman, is congratulated by Paulo Cesar Silva, president and CEO, Embraer Commercial Aviation.

The work is due to start this fall, and will be informed by the experience gained by France and the UK with the Neuron and Taranis UCAV demonstrators, respectively.

Hammond, who has just been appointed as UK Foreign Secretary in a government reshuffle, said that an AngloFrench relationship “is essential to how we operate in the future.”

Le Drian said that FCAS “is an historical opportunity for France and the UK to shape and sustain in the long term, a strong, innovative and sovereign combat aircraft industry.”

The two ministers also signed an MoU for cooperation to upgrade and refurbish the MBDA ScalpEG (France) and Storm Shadow (UK) airlaunched cruise missiles.

Hammond told AIN that other countries could “possibly” join the FCAS program later. “We discussed this from the outset, but agreed that a bilateral partnership was the most pragmatic way to get things done quickly and effectively.”

In a joint statement Eric Trappier, chairman and CEO

of Dassault and Ian King, CEO of BAE Systems, said the agreement “provides a joint roadmap for cooperation between our companies that could ultimately lead to a joint FCAS program in the future.” The two companies are deadly rivals on the currentgeneration Rafale and Typhoon combat aircraft, which an FCAS might replace in the 2030s.

BAE Systems and RollsRoyce briefed here on progress with the allBritish Taranis UCAV demonstrator. A second series of flight tests have been conducted, with the air vehicle in full ‘stealth’ configuration. For a full report see tomorrow’s Farnborough Airshow News. o

Britain, France ink UCAV dealuContinued from page 1

Eurofighter revealed the Captor-E e-scan radar in a Typhoon for the first time yesterday.

British Secretary of Defence Philip Hammond (right) and his French counterpart Jean-Yves le Drian signed an agreement to launch a two-year study on unmanned combat aircraft.

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Embraer tanker/airlifter closes in on first flightby David Donald

Embraer Defense and Secu-rity is on course to complete the first prototype of the KC-390 tactical airlifter/tanker in time for it to make its first flight before the end of the year.

At the specially built assem-bly site at Gavião Pexoto the fuselage of the first aircraft has already been partly painted in the colors of the Brazilian air force, which is the lead customer for the aircraft. The second air-craft is also in final assembly, and is scheduled to fly soon after the first machine.

Brazil has been committed to the KC-390 since 2010, and final-ized its order for 28 in May. The first delivery is scheduled for the second half of 2016. Intentions to purchase have been recorded by Argentina (6), Chile (6), Colom-bia (12), Czech Republic (2) and Portugal (6). The Argentina air force (FAA), the Czech company Aero Vodochody and Portugal’s OGMA are all major industrial

partners in the program.Embraer forecasts a bright

future for the type, which has carved out something of a niche for itself, falling between the short- and long-fuselage ver-sions of the C-130 Hercules. “We have not designed an air-craft to replace the Hercules,” said Paulo Gastião Silva, v-p KC-390 program. “We have designed an aircraft to meet the needs of the Brazilian air force.”

Nevertheless, the KC-390 inevitably draws comparisons, and Embraer is quick to point out the modern systems that the aircraft incorporates and its per-formance benefits. The aircraft offers a 1,380-nautical mile range with its standard maximum load of 23 tons, and can self-ferry over 4,640 nautical miles when fitted with two internal tanks. Those tanks can be used to increase patrol endurance for search and rescue missions, one of several tasks intended for the type.

Load capability for the KC-390 comprises up to seven 463L pal-lets, or six pallets with 36 troops. A concentrated payload capabil-ity to lift 26 metric tons is possi-ble, and armored vehicles the size of the LAV-25 can be transported without having to remove the tur-ret. In trooping configuration it can admit 80, or 66 paratroops, while in medevac configuration up to 74 litters can be carried, plus medical equipment and attendants.

Rough-field capability is pro-vided for landing on strips with a CBR (California bearing ratio) 4 rating. Among the diverse tasks that the Brazilian air force intends to apply the KC-390 is the resupply of Brazil’s Antarctic scientific mission. o


Embraer’s bid to enter the miltary airlifter/tanker market is taking shape, with first flight of the KC-390 scheduled for before year end. Brazil has committed to the new aircraft for its military, and the prototype wears the livery of the host country’s air force.

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Tactair Wins Embraer E-Jets E2 Supplier Contract

Tactair Fluid Controls (Hall 2 Stand B1) announced here at the Farnborough Airshow a new contract from Embraer and its appointment of an authorized repair provider to service its fluid power and motion control products and systems in Europe, Africa and the Middle East.

Under the contract with Embraer, Tactair will design and manufacture the hydraulic system valves and hydraulic accumulators for the E-Jets E2 program. A subsidiary of Young & Franklin Inc. of Liverpool, New York, Tactair has a long-standing relationship with Embraer dating back to the EMB 110 Bandeirante. Tactair’s newest standard accumulator prod-uct line is designed to meet the requirements of ARP-4379A. Embraer’s E-Jets E2 are scheduled for first deliveries in 2018.

Tactair also announced the appointment of the UK’s AEM Limited as its authorized repair station in Europe, Africa and the Middle East, aimed at improving support for Tactair’s expanding international cus-tomer base. –J.W.

Turbomeca Developing new HelicopTer engines

Turboshaft manufacturer Turbomeca (Hall 4 Stand B12) is here exhibiting two products in its medium-heavy engine range, the Makila 2 (1,800 to 2,100 shp) and the RTM322 (2,100 to 2,600 shp).

A new variant of the Makila, the 2B, is under development to power the upgraded Airbus Helicopters EC225e medium twin. It features a new combustor and high-power turbine blades, thus providing up to 7 percent more power. Certification is planned for 2015.

The RTM322 is certified for both civil and military helicopters. It currently powers the three-engine Agusta- Westland AW101 Merlin and MCH101, as well as the twin-engine NH90 and WAH64 Apache.

Meanwhile, Turbomeca is carrying on with the development of the 660-shp Arrius 2B2 Plus for the Airbus Helicopters EC135 T3 light twin. The new variant provides greater hot-and-high performance, with 4 percent more power throughout the flight envelope. Certification is anticipated later this year.

In the 500 shp-class, the Arrius 2R is to power the Bell 505 Jet Ranger X and made its first ground run in April. –T.D.

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Four new CAE contracts set company momentumby James Wynbrandt

CAE, the Montreal-based training provider, announced on the eve of the Farnborough Airshow winning four defense contracts valued together at ap-proximately $110 million.

The contracts are for a T-6C ground-based training system for the Royal New Zealand Air Force (RNZAF); a visual system up-grade on German air force Eu-rofighter simulators; an image generator for a T-501Q simula-tor ordered by Korean Aerospace Industries (KAI); and a KC-135 boom operator weapon systems trainer (BOWST) for an undis-closed international customer.

“We are well positioned across a range of opportunities around the world, involving defence and security forces that increasingly recognize the benefits of simula-tion-based training,” said Gene Colabatistto, group president, defence and security, CAE (Hall 4 Stand C18d).

The T-6C training contract awarded by the Beechcraft De-fense Company LLC, will in-clude two T-6C operational flight trainers (OFTs), computer-based

classroom training systems and courseware customized for RN-ZAF pilot training. The two CAE-built T-6C OFTs will fea-ture a high-fidelity replica of the T-6C cockpit with a fully- enclosed 270-degree-by-70-de-gree, field-of-view display driv-en by the CAE Medallion-6000 image generator.

For the upgrade to Germany’s Eurofighter simulators, CAE’s visual system enhancements will include the addition of CAE’s latest generation CAE Medal-lion-6000 image generator, along with new high-resolution projec-tors and dome display for the Eurofighter full-mission simu-lators and Eurofighter cockpit trainers located in Laage, Nor-venich, Wittmund and Neuburg, the four main Eurofighter oper-ating bases in Germany.

The Medallion-6000 image generator ordered by KAI is for a T-50IQ supersonic advanced jet trainer and light attack air-craft full-mission simulator. It is set for delivery to the Iraqi Air Force under a contract signed late last year. o

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Rolls-Royce upgrades in-service Trent enginesby Thierry Dubois

Rolls-Royce (Hall 4 Stand H3) is main-taining a continuous effort to improve in-service Trent performance, both for production engines and as retrofits. The newest version of the Trent 1000–the TEN for the Boeing 787-8, -9 and -10–is to be certified next year.

On the Airbus A330, a further up-grade, the Trent 700EP2, is expected to cut fuel burn by another 1 percent when it is available in 2015 or 2016. “Changes include new stators in the intermediate-pressure (IP) and high-pressure (HP) compressors, reworked with 3-D aerodynamics,” head of Trent custom-er marketing Peter John-ston said during a briefing ahead of the Farnborough Airshow. Build modifica-tions improve clear-ances and sealing. The Trent 700EP had already reduced the fuel burn by 1.1 percent.

Rolls-Royce will offer a 68,000-pound rated Trent 700 for the A330 Regional, optimized for two-hour sec-tors. Because of its lower thrust, “maintenance costs will be lower but the engine can easily be upgraded,” John-ston said.

The UK-based manufacturer is claim-ing a 63-percent market share for the Trent 700, powering a fleet of 605 delivered A330s. The current annual delivery rate of the Trent 700 is 185.

The Trent 900EP2 is the new-build standard for the engine that is to power the Airbus A380, Johnston said. He suggested Airbus might hand over an aircraft with mixed engine configurations. An airline would want to have consistent engines on

a given aircraft but one, two or three EP2s is better than zero, Johnston said.

The Trent 900EP2 incorporates some advancements over the Trent 1000 and Trent XWB. “This is the way we want to go in the Trent family,” Johnston said. Such optimization affects fan blade-tip clearance, turbine case cooling and low-pressure turbine sealing. Elliptical leading edges have been integrated to a stator. Engine tests are complete and the new standard is to deliver a 0.8-percent

fuel burn reduction on the A380, according to Rolls-

Royce’s predictions.

For the Boeing 777, the Trent 800 is being improved as well. The Trent 800EP is now in operation with ellip-tical leading edges on IP and HP com-pressor blades. The claimed outcome is a 0.7-percent fuel-burn benefit.

Similar modifications on the Trent 500–for the out-of-production A340-500/600–yield 0.5 percent. The Trent 500EP+ is being offered as a retrofit kit. A sup-port agreement with Lufthansa Technik is “aligning the Trent-powered A340’s


Continued on page 12 u

The Trent 900EP2 is the new-build standard for the engine that is to power the Airbus A380.

The Trent 1000-TEN, which ran for the first time in May, is to power the Boeing 787-8, -9 and -10.

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operating costs with big twins,” Johnston added.

Asked whether operator feedback is generally consis-tent with fuel burn predictions, Johnston gave an affirmative

but cautious answer. “We are getting the numbers we were hoping for but it is not easy–are we talking about the same aircraft weight? The same alti-tude?” he said. At least with the Trent 500EP+, three different sources have given Rolls-Royce homogeneous information on turbine temperatures, compres-sor efficiencies and fuel flows.

The Trent 1000-TEN ran for the first time late in May. Able to provide up to 78,000 pounds of thrust, it is targeted at the 787-10 but will be used with other mem-bers of the 787 family. It will enter into service on the -8 and the -9 from 2016 and the -10 from 2018.

Certification is pegged for late 2015. The main expected benefit is a 3-percent cut in fuel

burn, compared to the earlier Package B version. Recently completed demonstration tests include advanced seals, disk architecture and advanced fan case dressings.

More Elegant DesignThe so-called dressings con-

sist of carbon wraps with weaved-in pipes and wires. This “more elegant” design, as proj-ect director Gary Moore put it, translates into a quicker assem-bly. Weight is reduced thanks to the suppression of brack-ets, clips and corresponding fixed parts on the metal case, he explained. “Maintainability is improved, too,” Moore added.

Other features of the Trent 1000-TEN include new IP and HP compressors, for more effi-ciency. The new IP compressor also has more flow capac-ity to enable more thrust. The new HP compressor has been proven on the NEWAC demonstrator program and the Trent XWB, Moore said. Proven on the Trent XWB, too, are lighter and more effi-cient bladed disks (blisks).

The new HP turbine has an advanced cooling system to enable more thrust and more efficiency. Finally, the HP spool has been fitted with an adap-tive cooling system. It reduces fuel burn and helps retaining engine performance.

The Boeing 787’s Trent 1000 is the most recent Trent model in revenue service, and Moore expressed satisfaction, giving favorable numbers. As of early June, no in-flight shutdown had been recorded and reliability stood at 99.98 percent. The Trent 1000 is flying on 51 aircraft.

In September 2013 Rolls-Royce received the certification of the Trent 1000 Package C for the 787-9, for which it will be the launch engine. o


R-R upgrades in-service TrentsuContinued from page 10

An upgraded Trent 800EP is now in operation on the Boeing 777, providing a claimed 0.7-percent fuel-burn reduction.

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PC-21_AIN_Show News_275x352_170614.indd 1 17/06/14 09:48

‘Dual-role’ concept is a ‘go’ for AgustaWestlandby Paulo Valpolini

Among the eight AgustaWestland helicopters on display outside Finmeccanica’s pavilion (Static Display L1), half of them illustrate the dual approach to helicopter configuration that AgustaWestland has embraced. They include the multirole AW149; the 4.5tonclass AW169 configured for emergency medical service; a mockup of a military version of the AW169; and the 8tonclass AW189. In particular, the two versions of the AW169 being shown here handily illustrate the results–and benefits–of this dualapproach concept.

Also on display are an AW109 Trekker mockup, which is making its first appearance in Farnborough and is the company’s first light, twinengine helicopter with skid landing gear; a naval variant of the AW159; an Italian air force SAR/special

forces variant of the AW101; and an NH Industries naval NH90, in which AgustaWestland is a 32percent partner.

Since the inception of its 6.4ton AW139, AgustaWestland decided to adopt a dualrole path with all new AgustaWestland machines, specifically using the concept in the most recent AW189, AW149 and AW169. All these models feature a base avionics package that has obtained civil certification, but is capable of integrating the complex systems typically required by a variety of military and paramilitary users.

Avionics Control To achieve this the com

pany established its own avionics department, which developed a companyowned digital architecture and proprietary software design that allows full control over

customization costs and timing. The technologies and materi

als adopted in the AW139 and its followons were selected according to safety standards that are equal to, if not higher than, military requirements. Concepts, such as designtotolerance and crashworthiness, have become essential if manufacturers are to

satisfy the stringent civil certification requirements of EASA and the FAA.

These same standards are now commonly accepted by some military users, who often deploy helicopters in domestic disaster relief and homeland security operations. While operating costs have always been a key element in the civil market, frugality is now becoming increasingly important in governmental and military scenarios as budgets shrink.

Military and governmental entities have shown greater attraction to dualuse products in recent years, thanks to the ability to adopt nonspecialized platforms for a wider utilization in parapublic and asymmetric operational scenarios. This reduces costs through dualuse technologies and offtheshelf materials that minimize customization needs and exploit costeffective approaches in maintenance, which is typical for technologies and designs often found in the civil market.

Dual-Role SuccessAgustaWestland first achieved

success with the dualrole concept with the AW139. As of last March, the order book exceeded 770 helicopters with more than 650 delivered. Total flight hours throughout the fleet are now close to one million.

The higher percentage of those aircraft are used in offshore oil operations, but 31 percent of the fleet fill searchandrescue, military, governmental and law enforcement roles. Many countries decided to fully rely on the EASA/FAA certification, considering it redundant to submit to further qualification, except in cases of specific customizations.

The manufacturer hopes to obtain a similar success

with its latest development, the AW169, the militarized version of which is on display here at Farnborough in the form of a mockup. In the AW169’s 4.5metricton category, and the AW139’s 6.5metricton class, AgustaWestland addresses the market with modern products, contrasting with its competition, which relies on ageing designs.

The same applies in the heavier, 8metricton category, where the AW189 is becoming a force to be reckoned with in the civil market, while the AW149 is its military counterpart. AgustaWestland chose not to use strict duality in this case, developing two different models. The AW149 is earmarked for military market, while the AW189 went for civil certification, in accordance with the latest EASA CS/FAR 29.

Oil & GasIt is interesting to note that

the first design to appear on AgustaWestland screens was the military AW149, around 2006. A few years later, the need for higher payload and greater endurance led to developing the A189, mostly dictated by the oil and gas market, which needed helicopters optimized for reaching drilling platforms located far from the coast. Although duality is more limited than in the AW139 and AW169 cases, most of the main components are common between the AW149 and the AW189.

Duality, together with the family concept, have become a key characteristic of AgustaWestland. Though it’s not known what new designs are currently on the screens of the company engineers’ computers is not known, it’s a safe bet that future products will likely follow the duality path. o

www.ainonline.com • July 16, 2014 • Farnborough Airshow News 13

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AgustaWestland is showing this mockup of its AW169M (for Military). The AW169 also comes in a civil version, and the type is next in line to benefit from the manufacturer’s development strategy of working with certification authorities to leverage dual-use rotorcraft.

AgustaWestland Chalks Up Orders

Finmeccanica company AgustaWestland kicked off the Farnborough Airshow by announcing added “vertical lift” to its order book:

• Japan’s Yokohama City Fire Department has ordered a second AW139 intermediate twin-engine helicopter to further advance its operational capabilities. The depart-ment received its first AW139 last year, and the second is scheduled to enter service in 2015.

• Uganda’s Ministry of Internal Affairs has placed an order for a GrandNew light twin and a W-3A Sokol inter-mediate twin for delivery in 2015, both to be operated by the Uganda Police to perform law enforcement missions across the nation.

• The Ministry of Defense of the People’s Republic of Ban-gladesh has ordered two AW139 twins. Scheduled for deliv-ery in late 2015, both helos will be operated by the Bangladesh

Air Force to perform SAR and other utility missions.• An undisclosed UK buyer has purchased an AW139

for VIP transport missions, the twin featuring a flexible interior seating up to seven passengers and a full icing protection system for maximum all-weather capability.

• Turkey’s Helistar SA will operate three AW119Ke sin-gle-engine helicopters along with a same type backup to perform electricity infrastructure aerial monitoring for Teias (Turkish Electricity Transmission Co.). The helicop-ters have been specially configured to carry out this mis-sion, fitted with an enhanced FLIR and camera integrated with an advanced multiple-display mission console.

AgustaWestland said the AW139 global fleet, cur-rently numbering more than 650 aircraft, has accu-mulated more than 1 million flight hours in just ten years of operation. –J.W.

The Uganda police force ordered a W-3A Sokol (shown here) and a GrandNew from AgustaWestland.

Eastern Air Lines signs MoU for 20 MRJ90 jetsby Thierry Dubois

Mitsubishi Aircraft Corpora-tion here on Monday announced a memorandum of understand-ing for 20 firm MRJ90 regional jets, with purchase rights for an additional 20 of the type, with Eastern Air Lines Group. Deliv-eries are scheduled to commence in 2019 and Boeing will support the aircraft.

Eastern Air Lines president and CEO Edward Wegel said the aircraft would be used on routes from the airline’s main base in Miami, Florida, to Latin Amer-ica and the Caribbean. They will be operated in an 82-seat, two-class configuration, he added.

Three aspects of the MRJ convinced his company to choose it against its competitors, Wegel explained. These were Mitsubishi quality, the reduced fuel burn brought by the Pratt & Whitney geared turbofan and the customer appeal of the cabin. Eastern Air Lines, a start-up operator that uses the brand-ing of the historic, but defunct carrier, hopes to start operations in the first quarter of next year with Boeing 737-800s.

Meanwhile, Mitsubishi (Cha-let D12-13, Outdoor Exhibit 7) has selected Grant County Inter-national Airport at Moses Lake, Washington, as its second flight

test center for the MRJ70/90, with other testing being planned in Japan. Mitsubishi Aircraft has thus signed a letter of intent with flight-testing specialist Aerospace Testing Engineer-ing & Certification (aka Aero-TEC). The flight tests are slated to begin at Moses Lake in the fall of 2015. o


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let’s do launch

Deals are sealed based on relationships, and relationship-building is what air shows do best. No doubt, good relations had a lot to do with Qatar Airways committing to serving as launch customer for the Airbus A350.

Bombardier forecast sees drop in expected deliveriesby Matt Thurber

Bombardier’s just-released market forecast shows a signifi-cant drop in anticipated deliver-ies of business and commercial aircraft during the coming 20 years compared to last year’s forecast. The current forecast is for deliveries from 2014 to 2033.

Last year, Bombardier fore-cast deliveries of 24,000 business jets worth $650 billion from 2013 to 2032. The current forecast is for 22,000 business jets worth $617 billion. These numbers are for air-craft segments in which Bombar-dier competes with its Learjet, Challenger and Global models.

According to Bombardier, “Business aircraft orders are expected to remain challeng-ing in 2014 across the industry, but projected to improve begin-ning in 2015.” The company sees demand shifting to emerging markets and thus driving growth of the medium and large jet categories with the most rapid

growth in the large segment. The largest number of jets during the forecast period will be delivered to North American customers, followed by Europe then China. The forecast sees 950 deliveries in China from 2014 to 2023 and 1,275 from 2024 to 2033.

In the commercial market for 20- to 149-seat jets, Bombar-dier forecasts demand for 13,100 deliveries worth $658 billion. This is down from last year’s forecast of 16,700 units worth $646 bil-lion. The current forecast breaks the commercial market into 400 aircraft with 20 to 59 seats; 5,600 with 60 to 99 seats; and 7,100 with 100 to 149 seats.

The North American market is expected to account for deliveries of 3,650 aircraft during the fore-cast period, followed by Greater China with 2,280, Europe 1,840, Asia Pacific 1,400, Latin America 1,100, CIS 830, India 760, Africa 700 and the Middle East 540. o

Textron shows a range of special-mission aircraftby Bill Carey

The new Textron Aviation is here at Farnborough (Outdoor Exhibit L2) to show a portfolio of current production aircraft that are available in special mis-sion configurations. The com-pany is displaying a special mission Beechcraft King Air 350ER among other aircraft.

In March, Providence, Rhode Island-based Textron acquired the parent company of Beechcraft for $1.4 billion. It then combined Beechcraft and the former Hawker with its own Cessna Aircraft subsidiary to create Textron Aviation, offering a range of single-engine piston, turboprop and jet aircraft.

All 20 current production aircraft can be configured for different mission profiles, the company said. “With the com-bination of the Beechcraft and Cessna products within Tex-tron Aviation, we now offer the largest proposition of special mission platforms in the industry,” declared Dan Keady, vice president for spe-cial missions.

At Farnborough, Textron Aviation’s display includes a specially modified Beechcraft King Air 350ER, which is oper-ated “out of Northern Europe” and fitted with a mission pack-age for search and rescue, fishery

inspection, pollution monitor-ing and shipping lane surveil-lance missions. The company is also featuring on static dis-play a Grand Caravan EX sin-gle-engine turboprop, AT-6 light attack turboprop, T-6C Texan trainer and the new Textron Air-Land Scorpion light tactical jet.

“There have been a number of factors fueling the special mission business,” said Keady. “Two key factors include advances in on-board technol-ogy, which means aircraft such as our turboprops can be used for missions previously requir-ing larger, more expensive mil-itary aircraft. In addition, more organizations are looking to use their business aircraft for mul-tiple roles, which could include using a King Air for executive or utility transport while hav-ing the ability to quickly adapt it to an air ambulance configu-ration, for example.” o

Textron Aviation wants to get the word out–its special-mission aircraft can fill a variety of roles.

Eastern Air Lines president and CEO Edward Wegel

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Thales evolves toward ‘connected aircraft’by Thierry Dubois

Thales’s offer in cockpit, cabin and air traffic control (ATC) elec-tronics is evolving into a com-prehensive “connected aircraft” concept. The company (Hall 4 Innovation Zone A21) is studying how flight-deck connectivity can piggyback on the satellite com-munications equipment installed for the passenger cabin. Here at the Farnborough Airshow for the first time is the Avionics 2020 cockpit demonstrator, featuring cockpit-pilot datalink communi-cations (CPDLC).

Last month, in a deal val-ued at $399 million, Thales took over in-flight connectivity spe-cialist LiveTV from JetBlue, thus “strengthening Thales’s IFEC [in-flight entertainment and connec-tivity] product and service offering with connectivity as a key driver,” according to the company. Flor-ida-based LiveTV is now a wholly owned subsidiary of Thales USA.

LiveTV not only provides live television but also passenger con-nectivity, such as broadband Inter-net and Wi-Fi streaming of movies to personal devices. “LiveTV has a nice product for single-aisle air-craft, while so far we were mainly on twin-aisles,” Michel Mathieu, executive v-p and general man-ager of Thales’s avionics division, said when AIN recently visited the Thales research-and-development facility in Toulouse.

Single-aisle aircraft opening up to IFEC is a factor of growth, in

addition to increased demand for original equipment, he said. “We expect 70 percent of airlines will be offering connectivity in five or six years,” Mathieu said. Once the equipment is installed, renewal cycles are becoming shorter, from seven to five years on average, according to Thales officials.

Thales’s latest IFEC products use the Android operating system. “It is a follow-on to Linux, which our previous products were using, and you can modify the code,” an expert explained. Building on Android is a way to close the gap with consumer electronics. There-fore, some applications, such as games, can be kept more up-to-date. The remote control can be used as a second device–to check emails while watching a movie on the main display, for example.

With a “seat-centric” architec-ture, Thales claims to have improved IFEC efficiency and speed. “Each screen has a hard drive where a lot of content is stored, notably all the ‘non-latest releases,’ which do not need to be refreshed on a reg-ular basis,” a spokesman said. As a result, downloading content from the server to each seat takes place only from time to time. “It also means that we have eliminated the cumbersome seat boxes, thus saving weight,” he added.

Satcom LinkFor satellite communications,

Thales is offering a combination

of L-, Ku- and Ka-band, with increasing bandwidth and price. Once satcom is installed on the aircraft for the passengers, air-lines may want to use it for operational purposes, too. For example, exhaustive mainte-nance data–to better prepare for possible repairs on the ground–may be exchanged at a high rate for a relatively low cost. Today’s Acars is limited–technology-wise, it is comparable to text messaging–and expensive.

With today’s satcom capa-bility, pilots could receive more accurate weather information such as real-time weather charts. “Thanks to greater anticipation, flying around a thunderstorm may take less time,” explained Christophe Lerat, design author-ity for Thales’s optimized air-craft operations product line. The company is also testing tur-bulence, icing and volcanic ash avoidance for entry into service early next year.

The LinkIn Toulouse, Thales has a

dedicated laboratory–called The Link–to test data links between ATC and the cockpit. It pro-vides a fully integrated envi-ronment with all airspace users represented. Next to the two-seat flight deck, three ATC stations simulate an airport approach, ground control and a TMA (traf-fic management advisor). Thales claims its experience in both air-borne electronics and ATC sys-tems give it an edge.

Long-awaited CPDLC will start very soon with text mes-sages replacing voice clearances, according to Thales special-ists. A second phase, in 2017-2018, will see flight plans being transmitted at regular intervals. Then, in 2020-2023, so-called 4-D trajectories, which include time constraints at given points in space, will be introduced.

There are two main benefits for data-link communications

between pilot and controllers, the specialists emphasized. First, waypoint sequences can be trans-mitted unambiguously to update the flight plan. Second, work-load can be reduced thanks to direct upload of these messages in the flight management sys-tem. It starts with enabling ATC to send a text input to the cock-pit on proposed changes to the flight plan. The pilot no longer has to spend time listening to the voice command, then inputting the changes in the flight com-puter. He or she simply has to read the message, check whether they are happy with the changes and accept them. These are then instantly uploaded on the flight computer. Finally, they are relayed back to ATC.

Avionics 2020The CPDLC-capable Avion-

ics 2020 flight deck demonstra-tor, built on a new man-machine interface that makes the most of touchscreens and neuroscience, seems to enjoy some success with prospective customers. “We are in the final stages of discus-sions with a potential customer to refine the design,” said Rich-ard Perrot, avionics marketing director. Development may be firmly launched next year for an entry into service in 2020.

On the A350 XWB, “we completed all our development work,” said Philippe Carette, v-p and managing director, commercial avionics. Thales claims to supply 40 percent of the aircraft’s avionics package. Company engineers support Airbus’s ongoing A350XWB test effort and have heard “good feedback on the matu-rity of the equipment.” But Thales has essentially turned to the production phase. “We are delivering 16 packages this year,” Carette said.

Daniel Malka, v-p for avionics services, is hoping to see a good take-up for the A350XWB’s

head-up display (HUD) and even demand for retrofit on other Airbus types. Leading the way may be Chinese airlines, as the Civil Aviation Administra-tion of China (CAAC) is rec-ommending that they install HUDs as a way to compensate for there being a relatively small number of airports in the coun-try equipped with ground-based landing aids. According to the CAAC’s roadmap, 10 percent of the fleet of each airline should fly with HUDs by 2015 and 50 per-cent in 2020, Malka said.

HUD TimesHe noted Airbus’s doctrine–

once rather focused on head-down displays–is changing, probably influenced by China’s approach. Thales’ optional HUD on the A350XWB is available in sin-gle or dual configuration. Inte-grating the HUD into a larger work package has enabled a 33-pound weight reduction and a 150-Watt cut in electric con-sumption, as a dedicated calcu-lator is no longer required.

Carette emphasized that Air-bus has this year awarded Thales for a near-perfect record in on-time deliveries–99.96 percent falling in a time slot that runs from seven days before to one day after the planned date.

On the ATR 42/72-600’s avi-onics, in service since 2011, Thales is working on a second standard. “We started working on it in 2012, it flew early this year and will be certified this summer, targeting the first customer delivery early in 2015,” Carette said. Thales sup-plies the entire avionics suite for in-production ATRs.

In customer support, Thales is considering expanding its AOG team base in Dubai into a full-service hub. Other hubs are located in Chatellerault, France; Piscataway, New Jersey; and Singapore. Thales commits to deliver a spare part or piece of equipment within 12 hours. o


Thales Mulls Head-worn Displays

Thales is considering head-worn displays as an alternative to head-up displays in civil helicopters or small business jets, where not enough room is available for a HUD. Two kinds of products may be designed. The first, similar to Google Glass, would provide the pilot with useful information at an affordable price. The second, able to display conformal graphics (such as a virtual runway superimposed on the real one), would be more sophisti-cated and thus closer to military helmet-mounted displays, such as Thales’s existing TopOwl, seen above. –T.D.

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Thales is here exhibiting its Avionics 2020 flight deck demonstrator for the first time at Farnborough.

In some tight cockpits, ‘head-worn’ systems may be the best option.

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‘Stable’ Boeing moves into production fast laneby Gregory Polek

Boeing Commercial Airplanes has finally reached a period of stability after several years of struggle with the 787 Dreamliner and a three-year period in which it executed 15 production-rate increases across its product line, accord-ing to senior v-p and general manager of airplane programs Pat Shanahan. During a roundtable meeting with a

group of reporters at Boeing’s 737 fac-tory in Renton, Washington, just ahead of the Farnborough Airshow, Shana-han emphasized the company’s need to concentrate on airplane reliability, per-formance and features while changing processes in production systems before the launch of two new airplanes, the 737 Max and 777X.

“There are a whole bunch of us who have an inch of scar tissue on our backs, so we said on the [737] Max because of the 787 experience, ‘let’s be super conser-vative,’” said Shanahan. “So now we’re cashing in all of that in terms of sched-ule and airplane performance, and on the 777X we’ll find kind of that sweet spot so we can get to market as fast as we can, do as many things on the airplane that make sense, but be very risk balanced.”

Boeing plans to strike that balance in part by “con-sciously” moving experienced personnel from the 787 pro-gram to the 777X, added Sha-nahan. Meanwhile, Everett site leader Elizabeth Lund will oversee the production system transition.

“So when you think about the production system, and people ask, ‘Hey, did you guys learn anything from the 787 experience?’ Yeah, we’re ver-tically integrated on this; the fuselage is going to have the same archi-tecture as the 777; we’ll make some real advancements in how we produce it so it’s much higher quality; and on the wing, that’s in house, and by the way it’ll be right in our backyard.”

First Delivery Moved UpIn preparing for the 737 Max, first

delivery of which Boeing has sched-uled for the third quarter of 2017, the company’s conservatism has already paid dividends in its ability to remove some buffer from the schedule, advanc-ing first delivery by some three months. In fact, Shanahan said the program car-ries the potential to shave off still more time. On the 777X, Boeing has had more time to set its schedules, said Sha-nahan, allowing it to approach devel-opment in a more deliberate manner. The company derives still more confi-dence in the 777X from the Boeing-cen-tered supply chain it employed on the original 777, he added.

On the 787, deliveries must acceler-ate in the second half of this year due, in part, to the fact that a defect found in some Mitsubishi-built wings forced delays on more than 40 airplanes. Again, Shanahan expressed confidence that the company will deliver its prom-ised 110 airplanes by the end of the year, even as it welcomes 15 new air-lines to its 787 customer ranks. “Com-pared to last summer, when we were juggling [disruptions caused by the] battery and some of the service reliabil-ity, this is much more stable,” he said. “It’s just a big lift, so we have to just perform at a higher level but we don’t have to work harder. Things that we put in place in terms of processes working, they’re now working.”

Flow times on the 787 line have decreased by some 40- to 50 percent since

last summer because of the improvements in airplane productivity and reductions in traveled work from factory onto the field, stressed Shanahan. “May was our best month ever on the 787 program for deliv-eries,” he said. “So these guys, after going fifteen rounds with Mike Tyson the last few years, are now starting to look over at the 777 guys and say, ‘We can outrun you; we’re just as good as you guys.’”

Notwithstanding the improvements in Everett, Renton still sets the standard for efficiency and serves as a model for how to increase rates, one of the most diffi-cult things to do in aircraft production, said Shanahan. When the first airplane

produced at the 42-per-month rate rolled out of the Renton factory in March following an increase from 38, the entire site saw only 15 parts shortages, out of some 400,000 parts and assemblies that Renton accepts for each airplane.

Across the company, Boe-ing’s “big push” now cen-ters on reducing flow time, allowing for more of what Shanahan called free capac-ity without substantially increasing the factory foot-

print. “In terms of final assembly square footage, I don’t think we need it,” he said. “It’s like [the case of] the surge line. When we vacate that, that [frees] a lot of space. And we did things like consolidate the 767 line into roughly half the original footprint.”

Of course, Boeing depends on its sup-pliers to also cut flow time and increase productivity, but, as Shanahan noted, the effort requires teamwork. Boeing, therefore, needs to get involved in help-ing its second-tier suppliers manage their own supply chains or help facilitate design changes that allow them to derive more productivity out of their manufac-turing processes. “Or in the case of some of the other advanced manufactur-ing work that we’re doing on other pro-grams, we’ll share that with them,” said Shanahan. “If they’re not successful and have to go add capacity the way they’ve always done it, then it’s going to have the same cost structure.”

Fundamentally, rate increases create the opportunity for efficiency improvements and, ultimately, a healthier cost struc-ture, Shanahan explained. “Our philoso-phy is, when you invest in rate, you have the chance to invest in new technology or pro-cess change,” he said. “The way you achieve productivity is not be squeezing things, it’s by changing how you do the work.”

Maintaining a constant rate makes it harder to invest because such invest-ments need to produce a relatively quick return. Conversely, adding capac-ity requires investment anyway, so one might as well invest in something new, said Shanahan. “And that speaks to why you want to practice early or kind of have in the back room or in your labo-ratories some of these processes, so you don’t experiment while you’re trying to ramp up production like we did on the 787,” he concluded. o


Pat Shanahan, Boeing Commercial Airplanes senior v-p of programs

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Thailand focuses on aerospace interestsby Neelam Mathews

In view of its success in nur-turing a thriving automobile industry–the ninth largest in the world–and as Asia edges toward becoming the world’s larg-est growth market for aviation, Thailand’s Board of Investment (BOI) is considering building an aerospace industry starting with Tier 2 and Tier 3 suppli-ers servicing global OEM sup-ply chains.

The ASEAN Economic Com-munity (AEC) regional eco-nomic integration plan envisions establishment of a single mar-ket and production base by 2015. Thailand already has an $800 million aircraft parts market thanks in part to the lower cost base in that country. The U.S. Commercial Service has fore-cast a 5-percent annual growth rate for the sector. The coun-try is also looking to expand its maintenance, repair and over-haul business both domestically and to take advantage of oppor-tunities from emerging neigh-boring countries Myanmar and Laos. This follows a spurt of growth in the region in both air travel and aircraft fleet. BOI, for instance, approved the impor-tation of 119 new aircraft for Thai Airways, Bangkok Airways, Thai AirAsia, Nok Air and Thai Lion Air in 2013 alone, and nine helicopters for the oil-and-gas sector.

As the country looks to elections this year backed by a sta-ble government, with a prime minister at the helm, there is confidence that large pending projects will be cleared.

“We realize infra-structure is a must,” said Aarjin Pattana-panchai, deputy sec-retary general, BOI, before commenting on nearby Singa-pore’s position. “Singapore does not have a support industry and that is where we see our strength. For instance, we are the largest polymer producers [for compos-ites in the region],” she said.

Plans are being formu-lated for development of an aerospace industrial park, she added. Existing parts industries and availability of stainless steel and aluminium, fabrication, polymer and supply of titanium will prove strong support to aerospace, she said. “We want to promote transfer of technol-ogy and we plan to soon launch

our new policy which focuses on aerospace, which will get maximum incentives because it is technology-based,” said Pat-tanapanchai. She acknowl-edged that the political turmoil in Thailand over the past year had caused a backlog of prog-ress on roughly 200 foreign investment projects worth over $12 billion. She expressed hope that the projects would start being cleared soon.

Strategic LocationThailand has made a start

as it serves not only major aerospace companies in aircraft parts production and components manufacturing, but also pro-vides maintenance, ground-based infrastructure and supply-chain activities. Recently, the Thailand Board of Investment approved $3.7 billion investment projects which included an aviation train-ing school of New York-based FlightSafety International Inc.

“Countries investing in Thai-land and the Asean Economic Community [AEC] will realize the significance of Thailand’s strategic location in the region,” said Praserd Bunchaisuk, Min-ister of Industry, last year. Land acquisition, a major problem in many countries, is a nonissue in Thailand as the state retains the

freehold. However, it does require a license from BOI.

Rolls-Royce, which recently announced its decision to expand its production base for engine parts in Thai-land, signed a 10-year manufacturing agree-ment with Leistritz, a

global supplier of com-ponents for forging of compressor blades for V2500, Trent 700,

Trent 900 and Trent 1000 engines. Rolls also cooperates with Kaset-sart University for training and development of skilled workers. Already, the school’s Aerospace Engineering Department has pro-duced more than 450 students.

Thailand’s incentives have been found to be attractive by many investors, leading to a boost in business overall. They include exemption of import duties on machinery, an eight-year cor-porate income tax exemption, 100-percent land ownership as long as the company continues to exist and repatriation of earn-ings. The incentives have encour-aged companies, like Michelin,

to set up in Thailand, as they look to access the ASEAN mar-ket. Frank Moreau, president of Michelin Aircraft Tires, told AIN that Thailand, which rep-resents one of three industrial facilities in the world for the company, will see more invest-ment in the future.

Other aviation companies with significant investments in aerospace include General Elec-tric, Senior Aerospace, Triumph Group, Chromalloy, Ducom-mun, Aeroworks, Eurocopter, Driessen and Minebea.

As part of its “openness,” there is no offsets policy in the country. “We do not force any company to tie up with a local partner,” said Pattanapanchai.

Infrastructure ImprovementsLooking to improve infra-

structure to encourage export among others, a three-phased plan is planned to extend high-ways, runways and the Laem Chabang seaport, which is close to industrial parks for manufac-turing companies. For instance, 60 kilometers east of Bangkok, Thailand’s largest industrial land developer–Amata Corp.–houses Amata Industrial Park, Chonburi, close to Bangkok’s Suvarnabhumi International Airport, and the seaport. It also is home to production bases for tire makers Bridgestone and Tri-umph Aviation Services Asia.

Chackchai Panichapat, exec-utive director, Amata told AIN the company is hoping to see business move in aerospace: “We see potential in Asian countries just looking at the number of flights at airports.” He added that if investors are interested, Amata could allot a 100-acre zone for a cluster of aerospace industries.

While he admits Singapore is “far ahead of us in the aero-space industry,” he said, “we also have a good opportunity here. We hope to see aerospace grow as did the automotive industry here, but much faster.” In addi-tion, he pointed out that “with the law strict against bribery, U.S. and Western countries will find it easy to do business here.”

Leveraging on its solid record of accomplishment in Thai-land, Amata has established its first overseas-integrated indus-trial estate on 700 hectares in Bien Hoa City, Vietnam, the construction of which is to start in 2015. It is also looking at a similar park in Myanmar.

As aircraft manufacturers struggle to cut costs to make their global supply chains competitive, Senior Aerospace’s Thailand facil-ity at Amata, which carries out machining of turbine blades for engine-maker Rolls-Royce, has won contracts from Germany’s MTU Aero Engines.

Senior Aerospace has been growing; it recently acquired UK-based Weston, a manufac-turer of high-precision compo-nents and subassemblies for the commercial aerospace market, which specializes in machining and assembly of aerofoils, alumi-num and hard metal structural parts and premium aircraft-seat structures. Weston has con-tent on each of the Airbus A320 family, A330, A350 and A380 platforms, both on engines and on aircraft structures.

Close to PortsAnother company leading

the march is Triumph Struc-tures. “Location wise we chose this because it is close to port and seaport, and logistics are in place,” said Alex Beysen, the company’s president. Triumph manufactures piece parts that get integrated into composites. “We feed the assembly lines…we do subassemblies, like pan-eling, here…we are building machine parts, and later the hinge assemblies will be fitted

into composites for the A330. It is simple now but will become complex in future. “How-ever, Beysen is clear that “large assembly and major structures are not going to happen [here].”

Technical skills remain an issue in the country, however. “Skilled labor [and getting] engineers is a problem in the highly specialized fields of problem solving and sys-tems,” said Beysen. “We need people who can understand spec-ifications…We are investing in people trained at Thailand Uni-versity.” With its sprawling facility built for future, Beysen is looking ahead 10 years–and is not overly concerned with the military coup. He told AIN, “It’s business as usual and a safe environment despite the coup.”

With the facility producing composites as well as machin-ing parts for Boeing and Air-bus, Triumph is looking at more autoclaves to optimize produc-tion to enable a cost advantage. The established auto industry is a definite advantage, as “get-ting people to shift from auto to aerospace in machining is easy, [but] composites is more difficult,” he said. While con-scious about neighboring coun-tries also looking at getting into parts manufacture, he is clear: “Singapore is way too expen-sive. We have no plans to open a subsidiary there.” o


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Along with Thailand’s Board of Investment, Amata Corp., a developer and manager of industrial parks in Southeast Asia already established in Bangkok, Chonburi and Rayong, as well as in Vietnam, has big plans for an aerospace cluster in Thailand, which could include MRO facilities serving airlines such as Thai Airways.

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Secretary General, Thailand

Board of Investment


E-Fan advances the case for electrically powered aircraftby Guillaume Lecompte-Boinet

The Airbus-led effort to develop viable electrically pow-ered aircraft was boosted by the first public flight of the first E-Fan aircraft on April 25. The first of the two- and four-seat E-Fan light training aircraft are due to enter service by the end of 2017, but the wider success of the program–which eventually hopes to prove the case for electrically powered regional airliners–is contingent on its developers achieving fur-ther technology breakthroughs in

harnessing the new power source.With a group of partner com-

panies from France’s Aquitaine region, Airbus, Daher Socata and Aero Composites Saintonge (ACS) have committed almost $68 million to develop the ini-tial E-Fan 2.0 and 4.0 models. The consortium plans to build a 16,146-sq-ft (1,500 sq m) factory for the new family at Mérignac near Bordeaux, and it hopes to achieve full production by the fall of 2017.

The first E-Fan flight involved a 15-minute sortie by a two-seat 2.0 model. “It flies just like a piston-powered aircraft, except that you have to con-stantly manage the [electrical] power consumption,” explained test pilot Didier Esteyne. He has been closely involved with ACS in the development of the first prototype. The certifica-tion program for the new air-craft will involve around 50 flight test hours.

In the first instance, Air-bus’s goal is to enter the mar-ket for light training aircraft to be used for preparing ab initio pilots. “There will be around 650,000 new pilots undergoing training in the next 20 years,” predicted Jean Botti, the Air-bus Group’s director of tech-nology and innovation.

The European airframer aims to win around 10 percent of the market for flying-school fleets, which it believes will account for at least 21,000 new aircraft over the next two decades. Accord-ing to Airbus’s E-Fan program director, Emmanuel Joubert, the Mérignac factory will be capable of an annual production rate of between 50 and 80 aircraft. The facility is also serving as a testbed for advanced production tech-niques such as automatic riveting and augmented reality to ensure that the finished product reflects

every detail of the digital design.The main responsibility

for taking the E-Fan 2.0 and 4.0 into production rests with Daher-Socata, with the partners eager to capitalize on its experi-ence in producing the TB20 pis-ton single. Stéphane Mayer, CEO of Daher’s aerospace and defense division, said that between 15 and 20 of his employees will be working on this project over the next three years.

But there are some fundamen-tal technology issues that will still have to be resolved if electrically powered aircraft are to have via-ble, wider applications. While electrically powered engines are far quieter and around 20 to 30 percent less expensive than con-ventional aircraft powerplant, their batteries are very heavy. The batteries for the four-seat E-Fan 4.0 weigh 286 pounds (130 kg). Roughly speaking, it takes a battery weighing around 30 kg (66 pounds) to generate power equivalent to that produced from just 1 kg (2.2 pounds) of conven-tional jet fuel.

On the other hand, the power yield from electric motors is far more efficient than that of con-ventional aircraft engines. With an electric motor about 90 per-cent of watts generated are usable for propulsion. For typ-ical piston engines, this ratio falls to around 20 to 25 percent.

“We are going to work on making the batteries lighter and more efficient, mainly with Saft [the battery specialist],” said Botti. For example, there are plans to replace the cur-rent Lithium-ion batteries on the E-Fan aircraft with Lith-ium-air or sodium batteries. The partners also are working on improving the Fadec engine control for the aircraft’s electri-cal propulsion unit. o

Airbus and its partners hope to see the first light trainer versions of its electrically powered E-Fan aircraft enter service at the end of 2017.

More work will be required on battery technology to make the E-Fan technology viable for wider aviation uses.

Microturbo eAPu reAdy for service

Safran subsidiary Microturbo’s new e-APU60 auxiliary power unit received certification from the U.S. Federal Aviation Administration last month. It achieved European approval in May last year.

The APU, which has already been selected for the AgustaWestland AW189 helicopter, is designed to “meet the demands of new-gen-eration more-electric aircraft,” according to Microturbo (Hall 4 Stand A7). In addition to ground starting the main engines, supply-ing power to the electrical systems and providing air conditioning for the AW189, the e-APU60 can re-start the engines in flight and provides an additional source of power required to cover all electrical needs throughout the flight envelope.

According to Microturbo, the e-APU60 delivers significant reduc-tions in noise and emissions compared with conventional APUs. The company believes it will also be selected for use with fixed-wing busi-ness aircraft. –C.A.

Microturbo’s e-APU has now been approved by the U.S. FAA.

Turbomeca forges Russian alliance with production offerby Vladimir Karnozov

Driven by the ambition to become world’s third largest turboshaft engine manufacturer after General Electric and Pratt & Whitney, France’s Turbomeca is pressing to establish a Russian partner-ship to develop and coproduce a new 3,000-shp engine based on the existing RTM322 powerplant and using the new Tech3000 core.

From Turbomeca’s perspective, the key to the planned alliance is that the new engine would be selected to power the proposed high-speed Russian Advanced Commercial Helicopter (Rachel) being developed by Russian Helicopters. The French company already has a memo-randum of understanding for a possi-ble cooperation with Russia’s United Engine Corp. (Russian acronym ODK), but the airframer itself has yet to resolve its powerplant plans for Rachel.

Turbomeca is well positioned in the 500- to 2,000-shp market segment, but it needs a strategic partner to compete with its North American rivals for more pow-erful turboshaft requirements. Last year Turbomeca lost Rolls-Royce as partner

and codeveloper of the RTM322 engine, which had been codeveloped and pro-duced for the NH-90, Merlin and UK’s Apache aircraft.

“We are ready to assemble engines on the Russian soil, together with ODK,” Turbomeca president and CEO Olivier Andreas told AIN. “But if we are not selected on the Rachel, it will be another story.”

Possible CompromiseHowever, if Russia accepts the offer

of a codeveloped engine it will proba-bly involve some compromise since the choice would impact the plans that Rus-sian engine maker Klimov has to develop the TV7-117V turboshaft as a succes-sor to its aging TV3-117/VK2500 family, which has seen long service with a succes-sion of Mil and Kamov rotorcraft.

According to Turbomeca, the advan-tages of the proposed RTM322/Tech3000 engine are that it offers a significant improvement in power-to-weight ratio as well as the prospect of achieving certifi-cation by the European Aviation Safety

Agency (EASA). The French company is also seeking to convince its prospec-tive Russian partners of the benefits of connecting with its existing client base of some 2,500 operators across 155 coun-tries, plus 50 repair and maintenance facilities, 90 field service representatives and 12 training centers.

“Our offer [to Russian Helicopters] was very well received,” Andreas said. Negotiations are still ongoing over the Rachel program. Andreas believes the French company is better placed to do business with Russian than with its North American rivals. General Elec-tric and Pratt & Whitney have not

succeeded in their previous attempts to partner with Russia’s engine man-ufacturers Saturn and Perm, respec-tively. The RTM322 is not constrained by U.S. export control restrictions now that Turbomeca has replaced several U.S.-made parts.

Turbomeca’s sister company Snecma (part of the Safran group) has an estab-lished partnership with Saturn to develop the PowerJet SaM146 engine for the Sukhoi Superjet 100 airliner. Meanwhile, it’s Ardiden 3G turboshaft, scheduled for EASA certification in mid-2015, has been selected for the new Kamov 62 helicopter. o


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Turbomeca’s Ardiden 3G turboshaft engine has been chosen to power the Kamov Ka-62 helicopter; it is due to complete European certification in mid-2015.

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Timing not right for ATR 90-seater plansby Thierry Dubois

Designing a new aircraft in the 90-seat class is no lon-ger a priority, ATR CEO Pat-rick de Castelbajac explained at the Farnborough International Airshow. “It was something my predecessor was very keen on, as were probably 95 percent of our employees and a number of our customers,” he stated. However, he pointed out that major share-holder Airbus Group believes “the timing is not now” for such an ambitious project.

The main priority is rather to ensure production runs smoothly at a higher rate. Second, cus-tomer support needs to be further strengthened, de Castelbajac said. Third, “We’ve got amazing plat-forms and are working to make them even better,” he explained.

The ATR CEO mentioned enhanced avionics and improved engines, but mainly focused on the cabin. For the ATR 72,

he hinted to a number of seats higher than 72, probably in the 76- to-78 region, but not as high as 86, as the rival Bombardier Q400 has recently been offer-ing. “We want to increase the

number of passengers without degrading comfort too much,” de Castelbajac asserted. He does not expect to hear any customer replying, “No, thank you,” if offered a higher capacity. o


ATR Wins Lessor Deal

ATR and lessor Nordic Avi-ation Capital (NAC) yesterday signed a $1.55 billion contract for 75 ATR 42-600s, 25 of which are firm and 50 options. Deliveries will take place between 2015 and 2020. With more than 200 ATRs ordered (including options), NAC is now ATR’s largest customer.

This latest announcement brings ATR’s total sales so far this year to a record 144 firm and 112 optioned, and 90 percent of the latter are expected to be con-verted eventually. The firm orders comprise 119 ATR 72-600s and 25 ATR 42-600s and are valued at $3.45 billion. Since the begin-ning of the year, two cancella-tions have been recorded, which de Castelbajac deemed typical.

Asked whether a second final assembly line would be built, adding to the existing one in Tou-louse, he said this couold become a viable situation, if sales con-tinue at the same pace. –T.D.

Patrick de Castelbajac, ATR CEO

CTT To Humidify irkuT mC-21 TwinjeT family

Sweden’s CTT Systems, which makes non-condensation systems for commercial aircraft, announced on the eve of the Farnborough Airshow that JSC PDC Teploobmennik (JS PDC) has selected CTT to provide the cockpit humidification system for the Irkut MC-21 aircraft family. CTT’s Flight Deck Humidifier will be standard equipment on all MC-21 aircraft.

CTT’s humidification products provide the cabin with a relative humidity of about 20 percent, compared to the 3 to 5 percent in un-humidified cabins, thereby reducing problems associated with dry air, such as fatigue, dry skin and the spread of viral diseases, according to the company. Certification of the MC-21 is currently scheduled for 2017. � –J.W.

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UTC Aerospace Systems (UTAS) works with multiple OEMs and places a strong emphasis on supporting them and their clients through its customer response center.

Exelis wins supplier approval for Boeing composite partsby Gregory Polek

Exelis (Chalet C4A) has received processor qualification designation from Boeing for its composite design and manufacturing center in Salt Lake City, Utah. The qualification, achieved after a technical review against six Boeing specifications (BAC5578 and BAC5317-1 through -5), designates Exelis as an approved supplier of advanced, composite-structures to the Boeing supply chain.

To achieve this qualification, Exelis demonstrated its process controls and manufacturing capability for advanced, composite parts at varied temperatures during autoclave cures. The effort also included qualifying several pieces of equipment critical in the manufactur-ing process, including material-pat-tern cutters, optical-laser templates and autoclaves. Exelis completed the quali-fication process in less than a year.

Exelis has identified aerostructures as one of four strategic, growth platforms for the company. In fact, the company has just licensed patented, manufac-turing technology from Belgium-based Bodair to produce various composite struts, tubes and rods for commercial and military aircraft.

The U.S. company plans to use the new technology to produce a variety of composite components under the STaR product line, including floor-beam and wing-box struts, control rods and torque tubes. The technology allows for rapid development and reconfiguration of product design and offers the capability

to produce monolithic, carbon-fiber struts or integrate metallic fittings with carbon fiber during the automated man-ufacturing process. As a result, the STaR products weigh less and achieve the same strength requirements compared with other composite production methods. The composite hardware also provides a much higher strength-to-weight ratio versus traditional metallic parts.

New PodHere at the Farnborough Interna-

tional Airshow, Exelis is also emphasizing its strengths in electronic warfare (EW). For instance, the company has developed an advanced capability pod that acts as an airborne jammer, generating electron-ics countermeasures against radio-fre-quency threats.

Business development vice president Andy Dunn explained that fitting elec-tronic warfare systems into pods has enabled it to upgrade older aircraft, such as some F-16s that do not have the room to carry internal systems. Exe-lis is increasingly focusing on reduc-ing the size, weight and power needs of EW systems so that they can be used for smaller platforms.

Another trend is to allow platforms to become more multi-functional with equipment that can be reprogrammed for alternative missions. “For instance, this could involve adapting a transmit-ter that transmits jamming signals into a receiver that can be used as an intelli-gence gatherer,” Dunn said. o

‘positive rate, gear up’

The Boeing F/A-18 Super Hornet looks like it’s achieving a “positive rate” of climb, even when it’s sitting still on the ramp. The twin-engine fighter’s performances in the aerial displays at Farnborough thrill the crowds, and rattle the windows.

UTAS team supports OEMs with ‘voice of the customer’by Gregory Polek

UTC Aerospace Systems (UTAS, Hall 3AS6-7) comes to Farnborough with a series of commercial success sto-ries, led by news of a new long-term maintenance agreement with Airbus. Under the deal, UTAS becomes a pri-mary maintenance service provider for Airbus’ Flight Hour Services (FHS) and component repair support. The contract covers UTC Aerospace Systems compo-nents on all Airbus platforms.

Airbus will send FHS-covered compo-nents requiring repair to UTC Aerospace Systems’ global network of maintenance repair and overhaul (MRO) facilities. The scope of products covered under the agree-ment includes air-management systems, electric systems, sensors, evacuation slides, seating, cargo, lighting systems, actuation systems, propellers, landing gear systems, fire systems and engine components.

In addition to MRO services, UTAS will provide technical services and sup-port at various UTC Aerospace Systems MRO sites. The company operates 60 such sites around the world.

In another Airbus-related devel-opment, UTAS (also exhibiting at Farnborough in Outdoor Exhibit Areas 3 & 4) received FAA supplemental type certification for its new tablet-based electronic flight bag (EFB) on the Air-bus A320 series. The system allows tab-let devices, such as an iPad, to display important flight information.

News of EFB certification on Air-bus narrowbodies came as UTAS’ aero-structures business on Sunday celebrated delivery its 10,000th set of inlet and fan cowls for a Next Generation 737 to Boeing. Delivered from their final assem-bly site at UTAS Aerostructures in Foley, Alabama, the nacelle components will be installed on a CFM56-7 engine. The Aerostructures business began producing inlet and fan cowls for the 737 in 1995.

More business on Boeing narrowbod-ies for UTAS takes the form of a new deal to supply wheels and carbon brakes for all models of the Boeing 737 MAX. Under the contract, UTAS will provide the equipment through its Landing Sys-tems facility in Troy, Ohio. The carbon brakes use proprietary Duracarb carbon heat sink material already in service on more than 3,100 aircraft. UTAS claims the product provides a 35-percent brake life advantage over competitive products.

Mil UpgradesIn the military realm, UTAS announced

a new contract with the U.S. Air Force to upgrade the entire fleet of SYERS-2 imaging sensors to the latest SYERS-2C variant.

The upgrade to the SYERS-2C con-figuration features the latest in multi-spectral technology and increases the spectral resolution and image interpret-ability beyond that of the baseline system, which already provides the longest range on the National Imagery Interpretability Rating Scale (NIIRS), further extending the NIIRS range of the U.S. Department of Defense’s airborne intelligence surveil-lance reconnaissance inventory.

UTAS works with multiple OEMs and focuses on keeping them satisfied with its performance. Gail Baker, the group’s vice president for aerospace customers and business development, told AIN that this process begins with its “voice of the cus-tomer” program through which UTAS works with manufacturers to define what their needs are in terms of equipment.

To ensure that performance stays on track, Baker’s team uses scorecards that ask the OEMs to rate UTAS’s contribu-tions in areas such as on-time delivery. In situations where the customer’s needs are not being met, UTAS can assign a spe-cialist team to correct any problems. o

At Rockwell Collins, we’re always looking forward – and so are our solutions. Like the head-worn technologies that provide unprecedented situational awareness to military aircraft pilots via fused sensor imagery. Or our head-up guidance systems (HGS™) that combine synthetic and wide-spectrum infrared vision to make whiteout conditions appear clear as day. And even the predictive features of our new MultiScan ThreatTrack™ weather radar, helping you see threats of turbulence, lightning and hail, before they happen. All to help you see the right information at the right time, every time.

See our latest head-worn technologies at Hall 4, Stand F-9.

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Raytheon’s 200-pounder prepped for F-15E, F-35by David Donald

Raytheon is in the final stages of preparing the GBU-53/B Small Diameter Bomb II (SDB II) for a system verification review to be undertaken within the coming weeks in advance of the U.S. government’s Milestone C review. If the review is passed successfully, a decision to enter the low-rate initial production (LRIP) phase is expected.

Weighing just over 200 pounds, the SDB II has pop-out wings to give it a healthy stand-off glide range, and a tri-mode seeker featuring semi-active laser (SAL), millimeter wave radar (MMW) and uncooled, imag-ing infrared (IIR) guidance. The weapon incorporates a dual-band UHF/Link 16 data link and is fully network-enabled, allowing it to be handed off to

other platforms in flight, and is capable of in-flight re-targeting. The radar seeker can act as an altimeter to give selectable air-burst capability, while the war-head combines the properties of a traditional blast/fragmentation warhead with a shaped charge.

Three Modes of ComplexityAdvantages of the SDB II,

compared with earlier such weapons, include its ability to attack moving targets and its enhanced performance in adverse weather. The weapon can be used in three primary modes of increasing complexity. In the co-ordinate attack mode it uses GPS to guide to a point designated by latitude/longi-tude co-ordinates. In the laser-illuminated mode it functions as

a typical laser-guided weapon, able to target points designated from a number of sources.

In the normal attack mode the weapon uses fused MMW and IIR guidance data. The weapon is given some informa-tion from the aircraft’s weapon system prior to launch, and then flies by GPS/inertial guid-ance to the general target area. The MMW radar is used to find target-like objects, this sensor being particularly use-ful in penetrating clouds and smoke. As the weapon nears the target, the IIR sensor is brought into play to further refine targeting. The missile has built-in algorithms to clas-sify the target type, such as wheeled or tracked vehicles, and also to prioritize the target that it attacks.

SDB II entered the engi-neering manufacturing devel-opment phase in August 2010, and that is scheduled to con-tinue until 2017. LRIP weapons will be fielded first on the U.S. Air Force’s Boeing F-15E Strike Eagle, which has been used for a number of tests that have verified the weapon’s capabil-ity against moving targets. The majority of EMD flight trials have already been completed, with only a few fully guided tests left to be accomplished during this month.

In addition to the F-15E, the SDB II is considered a pri-ority for the Lockheed Martin F-35B/C for the U.S. Marine Corps and Navy, although it would also be applicable to the Air Force’s F-35A. Fit-checks were completed early last year to verify that the Joint Strike Fighter could carry four SDB IIs in each weapons bay along-side an AIM-120 AMRAAM air-to-air missile.

SDB II is planned for inclu-sion in the Block 4A iteration of the F-35, which is scheduled to achieve initial operating capabil-ity around 2021. Raytheon (Cha-let C7-9, OE9) and the JSF team are shortly to begin pit-drop tests from the F-35’s bay before increas-ingly complex air-drop tests. These begin with jettison test vehicles to verify safe separation, control test vehicles with initial guidance package and finally guided test vehicles with full guidance sys-tems and telemetry equipment. In terms of the F-35 itself, some

integration is required in the oper-ational flight program software.

Although the F-15E and F-35 are the main priori-ties for SDB II, the weapon is also applicable to many other U.S. tactical aircraft, including the unmanned MQ-9 Reaper. Raytheon has received approval to offer the weapon for export to certain partner nations, and it has received considerable inter-est. To support this campaign the SDB II has been fit-checked on the Lockheed Martin F-16 and Boeing F/A-18. o


Above: Four GBU-53/B SDB IIs can be fitted into each internal bay of the F-35 alongside an Amraam. Below: Illustrating the weapon’s suitability for a range of tactical platforms, the SDB II has been test-flown aboard an F-16.

heavenly hampshire

Cloud-dappled skies and pleasantly moderate temperatures have dominated the weather for the first days of this year’s Farnborough Airshow. The attractive weather is a bonus for air show attendees.

Kobe steel Forges a350 gear Win

Messier-Bugatti-Dowty–part of the Safran Group (Hall 4 Innovation Zone Stand A7), which is providing the landing gear for the Airbus A350–has signed a contract with Japan’s Kobe Steel to supply the French company with titanium forgings for the main landing gear of the Airbus A350 XWB.

The parts will be manufactured by Kobe Steel and its group company, Japan Aeroforge, a joint venture Kobe Steel established with Hitachi Metals and several minor shareholders. Japan Aeroforge’s 50,000-ton hydraulic forging press is one of the largest in the world. Through the agreement with Messier-Bugatti-Dowty, Kobe Steel will be Japan’s first supplier of large titanium forged parts.

The A350 XWB, the in-development Airbus twinjet, is expected to enter ser-vice in Q4 of this year. The 824 orders for

the jet, which Airbus had logged by the end of Febru-ary, include 31 A350s for Japan Airlines Co., Ltd (JAL), with options for an additional 25 of the medium capac-ity, long-range jets. Deliveries to JAL are expected to begin in 2019. –J.W.

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CAE’s integrated approach to training proves its worthby Charles Alcock

The new CAE Multi-Purpose Train-ing Center in Brunei is close to going fully operational, following the Euro-pean Aviation Safety Agency’s level-D certification of its CAE 3000 Series full-flight simulator for the Sikorsky S-92 helicopter last month. The facility is the result of CAE’s efforts to deliver an inte-grated array of training solutions in a more cost-effective manner.

The center, located in Rimba, is a joint venture between CAE (Hall 4 Stand C17-C19; Chalet B30) and the Brunei govern-ment and is already providing training for S-92 helicopters operated in support of Brunei Shell Petroleum’s oil and gas explo-ration and production. It will also be offer-ing safety and mission readiness training for the S-70i Black Hawk military helicopter and Pilatus PC-7 trainer.

CAE is also helping the Brunei author-ities to set up a center of excellence for emergency and crisis management to sup-port disaster readiness throughout South-east Asia. This facility is networked to the simulators so they can be used to prepare for missions such as search and rescue.

Tactical Flight TrainersDuring June, three of CAE’s new tac-

tical operational flight trainers (TOFTs) for the U.S. Navy’s Sikorsky MH-60R helicopters entered service with the U.S. Navy at the Naval Air Stations in Jack-sonville and Mayport, and at the Marine Corps Base Hawaii. The units are fixed-based simulators used to train pilots, co-pilots and sensor operators in the complete range of MH-60R missions.

CAE also recently delivered another TOFT unit to the Naval Air Station in Atsugi, Japan. This simulator can be reconfigured as a training platform for either the MH-60R or -60S helicopters. The new equipment will be ready for use later this summer.

According to CAE Defense and Secu-rity president Gene Colabatistto, continu-ing reductions in military spending have spurred demand for using simulation- and modeling-based training to keep air-crews ready for their missions. “This is a special time,” he told AIN. “It isn’t just the usual budget [reduction] drill because

the [training] requirements and contin-gencies keep increasing. For large defense organizations in the U.S., Europe, Aus-tralia, Canada and elsewhere, modeling and simulation is a way out of the pre-dicament. It’s a bright spot in an other-wise dark defense environment but it has attracted a lot of competition.”

Colabatistto said that while the cost of operating a tactical military aircraft for training purposes could be around $20,000 per hour, an equivalent hour in a simulator costs just $2,000. “And if there is a long-term commitment to using more simulator-based training, it reduces the need for larger fleets as about 20 per-cent of some fleets are dedicated to train-ing missions. So there’s a double benefit here,” he added. “They can role-play mul-tiple scenarios in a short amount of time.”

Training for ComplexityIn Colabatistto’s view, the MH-60R

simulators are a prime example of meet-ing demand to train for complex mis-sions more efficiently. “It’s not just about training pilots to fly or to check their cur-rency and proficiency,” he said. “It’s about training for different missions, such as antisubmarine warfare where the helicop-ter has to work as part of a larger system [including fixed-wing aircraft and war-ships].” Similarly, CAE’s simulator for the P-8 aircraft provides training not only for cockpit crews but also for crews operating other equipment onboard.

CAE is now focusing on new defense sector opportunities such as providing training infrastructure to support the needs of forces due to start operating Lockheed Martin’s F-35 fighter. While the manufacturer provides the baseline train-ing package, Colabatistto does see pros-pects for responding to partner nations’ needs for tailored training solutions.

Also on the company’s radar screen are new training requirements for Embraer’s new KC-390 military transport and new lead-in fighter trainers such as the Ale-nia MB339 and the BAE Systems Hawk. In the field of unmanned aerial systems, CAE is allied with General Atomics in developing training infrastructure for the Predator family. o

CAE recently delivered to the U.S. Navy three tactical operational flight trainers for the Sikorsky MH-60R helicopter.

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Aircraft tracking plans coming soonby John Sheridan

In less than two months from now, the Aircraft Track-ing Task Force (AATF), set up in May under the auspices of the International Air Trans-port Association (IATA) and the International Civil Aviation Organization (ICAO), is due present an interim report widely regarded by the industry as a key first step to avoid a repeat of a situation that continues to baffle and gravely concern the indus-try, namely: how on earth could a Malaysia Airlines Boeing 777 completely vanish on a flight from Kuala Lumpur to Beijing.

The AATF, under the lead-ership of Kevin Hyatt, IATA’s senior vice president for safety and flight operations, consists of specialists recruited from the ranks of ICAO, airlines, flight safety organizations, air-craft manufacturers, air navi-gation service providers, pilots, air traffic controllers, air traffic management experts and flight-tracking and service providers.

Hyatt made it clear from the outset that the objective of his planned team of specialists will not be to select a candidate sys-tem to meet the requirement;

rather, the team’s goal will be to clearly establish true operation-al requirements from among the many different approaches that have been proposed since the air-craft’s disappearance. And, as Hyatt pointed out, the options are unlikely to be “one size fits all,” because of the variety of spe-cific issues that could arise across the aviation industry under such unpredictable circumstances.

That alone presents the team with a tight schedule for its interim report, which must include some thoughtful assess-ments of the various stakeholder

priorities, since it is tasked with presenting its initial results in less than two months. Conse-quently, said IATA director gen-eral Tony Tyler, “We will come out with draft options in Septem-ber and present them to ICAO. They would then be presented when our board meets in Decem-ber.” Following that, a final Con-cept of Operations (Conops) will be delivered to the ICAO High Level Safety Conference in Mon-treal next February.

Performance-based SolutionsThe Conops that will be pre-

sented to ICAO will be exactly that: a concept of operations and not a fixed technical specification describing a mandated end sys-tem that must be adopted by all aircraft, large and small, operat-ing locally or worldwide. Accord-ing to one ICAO official, while the final standard adopted by ICAO will define what an accept-able system must be able to achieve in given circumstances, it will be expressed in performance-based terms appropriate to the user’s operational application. ICAO’s exact timetable for releas-ing a formal standard is unclear,

but it is not expected for at least several months following the February safety conference.

That does not, however, mean that aircraft operators will wait until the ICAO standard is pub-lished. Sources in the aviation insurance industry advise AIN that the loss of Air France Flight 447 in June 2009 had already trig-gered shareholder concerns about the impact of that event upon what was then regarded as one of the safest investments in the trans-portation sector, and which in turn had created closer scrutiny of the safety practices of their airline

clientele, including strict audits in several cases. The unaccount-able loss of the Malaysian 777 in March, less than five years later, has brought about even tighter scrutiny of airline equipage, train-ing and usage, AIN learned.

Consequently, while the airline insurance industry is following the ATTF activity closely, airline oper-ators also stated at the initial ICAO special meeting that they would voluntarily adopt new technolo-gies or procedures that are seen as enhancing their overall safety plans, whether or not those seem likely to be recognized in the future ICAO standards. “Typically, a global standard can take two or three years to put in place,” said Nancy Graham, director of the ICAO Air Navigation Bureau. “This will expedite that process because we will have learned a lot of lessons from the voluntary path.”

Coming Safety TechnologiesAlthough the 2009 Air

France accident was attributed to incorrect handling while the pilots attempted to regain con-trol after an unusual upset, the fact that it took almost two years to recover the flight data and

cockpit voice recorders from the deep ocean bed showed clearly that their designed alerting and recording periods were inade-quate for protracted searches. Since the Air France loss, the European Aviation Safety Agency (EASA) has been devel-oping extensions in the operat-ing times of aircraft underwater locating devices (ULDs) and cockpit voice recorders (CVRs). The current 30-day ULD sonar location signal-transmitting period will extend to 90 days, while the CVR will record for 20 hours, versus two hours with

current units. In addition, next-generation ULDs planned for release in 2019 will emit pulses at 8.8 kHz for greater pene-tration/reception range versus the current higher, but shorter-range, 37.5-kHz pulses.

There seems little doubt within the avionics industry that the loss of all means of commu-nications with Malaysian Flight 370 can no longer be attributed to a series of unrelated, coin-cidental avionics failures. An ATTF member suggested to AIN that as part of the ATTF investi-gation the avionics architectures of all air transport aircraft are to be analyzed for vulnerabilities that would allow unauthorized access for disabling by skilled or unskilled people. Detection of such attempted activity would trigger automatic transmission of alerts to the flight crew and to company dispatchers.

UK-based Inmarsat, which provides satellite communica-tion services to 11,000 airliners, responded to the ATTF’s survey of manufacturers that it would offer a free tracking service to aircraft on oceanic routes. This would be a key enabler, since one of the limitations of satel-lite tracking until now has been its high cost to airlines.

Several working papers describing various tracking pro-posals were offered at the initial ICAO special meeting in May. An interesting paper from the Russian State Research Institute of Aviation Systems described two alternatives: one covered an Institute-developed theoretical global concept, while the other offered a strong endorsement of the NavCanada/Iridium con-sortium’s Aireon project which, besides providing worldwide voice and data communica-tions, plans to place space-based equivalents of the FAA’s cur-rent ADS-B ground stations on board Iridium Next’s 66

crosslinked earth-orbiting satel-lites. Aireon is intended to cover the world, pole to pole, by 2020 and the satellite-based ADS-B stations would provide seamless all-altitude surveillance, with lit-tle or no modification to ADS-B units installed in aircraft.

Tracking CostsUnquestionably, the need for

an independent aircraft global tracking solution can no lon-ger be regarded by the airline industry–and particularly by its customers–as “nice to have, if you can afford it.” It has now become an imperative, despite the fact that the unexplained loss of Malaysian Flight 370 can be described statistically only as a totally improbable event in the history of man-kind’s safest form of travel. But the traveling public wants none of that. Reaching one’s desti-nation under safe and trouble-free circumstances is their only acceptable criterion.

Yet the airline industry oper-ates along a knife-edge of prof-itability in what many see as a troubling world, where unex-pected operating-cost fluctua-tions can bankrupt smaller or less well funded air carriers. On the introduction of new or updated tracking requirements, IATA’s Taylor observed, “We must find a way of doing it that doesn’t add significantly to cost. Margins are very thin in the business.”

While safety cannot be traded for economic benefit, the ATTF team members will, over the next several months, face many challenging decisions. o


Data from satellite network operator Inmarsat provided the basis for the Malaysian government’s determination that Flight 370 crashed into the southern Indian Ocean.

Satellite location24,000 miles above sea level

Last radarcontact

Transponderturned off

Southerncorridor

Northerncorridor

The search for the missing Malaysia Airlines Boeing 777 involved 25 countries and covered an area spanning a million square miles. In the wake of the disappearance, Malaysia’s Ministry of Transport released a report that recommends equipping airliners for real-time flight tracking.

Airbus placing bets on new thrust conceptsby Thierry Dubois

The Bauhaus Luftfahrt aero-space think-tank in May unveiled a concept for a “propulsive fuse-lage” aircraft, opening a new possibility for fuel burn reduc-tion. It is part of a European Union-funded project in cooper-ation with a number of research centers, as well as MTU Aero Engines and Airbus Group Inno-vations (Outdoor Exhibit 13). The latter company is also study-ing a hybrid-power regional air-liner with Rolls-Royce (Hall 4 Stand H3). Meanwhile, it is flying a hybrid-lift quadcopter demon-strator for unmanned military and civil missions, the Quadcruiser.

The Bauhaus Luftfahrt idea is to fully integrate a special engine design into the aircraft’s tapered aft fuselage. The latter is encir-cled by a so-called “fuselage fan.” The accompanying gas turbine is located in the tail cone.

The main advantage of this “distributed” propulsion archi-tecture (distributed meaning, in this case, that the thrust is spread around the fuselage) is the effective ingestion of the boundary layer. It is thus “re-energized,” as its decel-erated airflow in close proximity to the fuselage is re-accelerated. In doing so, the “fuselage fan” com-pensates for a significant percent-age of the fuselage’s viscous drag, the Bauhaus said.

Therefore, the two conven-tional engines producing the largest part of the overall thrust could be scaled down. It would enable fuel savings of up to 10

percent over projected technology improvements in 2035. “Dispens-ing with the classical separation of airframe and propulsion sys-tems could open up new synergies and facilitate significant efficiency gains,” the organization said.

In another effort to distrib-ute thrust, Airbus Group Inno-vations and Rolls-Royce, with Cranfield university as a partner, are jointly engaged in the Distrib-uted Electrical Aerospace Pro-pulsion (DEAP) project, which is co-funded by the UK’s Technol-ogy strategy Board. The first iter-ation of what the outcome could be is the E-Thrust or E-Airbus. It could enter into service in the 2030-2050 timeframe, as a 100-seat regional aircraft.

Distributed PropulsionRolls-Royce expects distrib-

uted hybrid propulsion will dra-matically cut noise and fuel burn. “Distributed” here means a greater number of fans replace the usual two bigger, heavier tur-bofans. For example, the E-Air-bus may have six electric fans. They will be distributed along the wingspan in clusters of three. The bypass ratio (or its equiva-lent number for such a system) is expected to be more than 20.

An additional efficiency gain appears possible if the boundary layer is ingested and accelerated by the fans, under the aforemen-tioned “re-energizing” scheme.

One gas power unit (in short, a turbofan connected to a

generator) will provide the elec-tric power for the six fans and to re-charge the energy storage. The serial hybrid architecture offers the possibility to improve overall efficiency by allowing the separate optimization of the thermal efficiency of the gas power unit (producing elec-trical power) and the propulsive efficiency of the fans (produc-ing thrust).

As the gas power unit is opti-mized for cruise, additional power for take-off will be provided elec-trically. In the cruise phase, the gas power unit will provide the cruise power and the power to recharge the batteries. During the first part of the descent, the E-Airbus will be a glider and the gas power unit will be switched off. Then, the fans will start wind-milling, producing electricity, too. For the landing phase, the gas power unit is re-started to provide for redundancy.

The storage system’s energy density is expected in the order of 1,000 Wh/kg (Watt hours per kilo-gram). This will more than dou-ble today’s best performance. For the megaWatt range power levels

required, Airbus and Rolls-Royce are counting on superconductivity.

Unmanned QuadcruiserIn unmanned aircraft, too,

Airbus is endeavoring to orga-nize power differently. The Quadcruiser uses the popu-lar four-rotor architecture and adds wings and a pusher pro-peller. The four-rotor architec-ture, commonly used in small unmanned rotorcraft, is para-doxically simpler than a design with a main rotor and a tail-rotor. First, the aircraft gets rid of complex transmission gear. Second, the rotors have a fixed pitch, as control can be performed through differen-tial speed variations. Third, the architecture is well suited to electric power, as each motor can be co-located with its rotor.

The Quadcruiser has two flight modes–rotary-wing for maneuver-ability and fixed-wing for speed and efficiency. During transition to the fixed-wing aircraft mode, the pusher propeller accelerates the aircraft until its wings provide sufficient lift. Subsequently, the lift motors are stopped and their pro-pellers adjusted to a low-drag posi-tion. Before landing, the aircraft transitions back to the quadcop-ter mode using its four lift motors, enabling a vertical landing.

Battery PoweredA proof-of-concept Quad-

cruiser made its fist flight at the Grabenstetten special airfield near Stuttgart, Germany, in December 2013. Further testing took place at the Airbus Defence and Space facility in Manching. The Quadcruiser aircraft now in flight test is capable of up to 50 minutes of horizontal flight in the fixed-wing aircraft mode.

According to Airbus, the 20-pound demonstrator vehicle represents a baseline for incre-mental developments. First flight of a 20-55-pound class Quad-cruiser is envisioned for 2015, fol-lowed by a 330-880-pound class version in 2018-2019. The Quad-cruiser project team includes light aircraft and UAV specialist Steinbeis Flugzeug und Leicht-bau GmbH, which built the first demonstrator aircraft. It features five 1.1 kw motors and a total 185 Wh stored in the batteries.

Airbus sees potential appli-cations in long-range missions as well as in urban environ-ments. These could be sur-veillance and reconnaissance flights for the military and police, boarder patrols and fire brigades on the civil side. o


The Quadcruiser, above, features four rotors for lift, and a pusher propeller.

The E-Airbus concept, right, could have as many as six electrically powered fans.

‘future tanker’ is now

Formerly known as the Future Strategic Tanker Aircraft, the Airbus-330-based “Voyager” took over air-to-air refuelling for RAF Number 10 Squadron, starting in July 2011. With a full fuel load, the tanker still has enough space for 291 personnel. The entire cargo hold is also available. �

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Bombardier unveiling a Q400 combi variant by Gregory Polek

Canada’s Bombardier unveiled a cargo-passenger variant of its Q400 in Farnborough on Tues-day, adding one more choice to a growing list of configurations for the versatile turboprop.

Available in various arrange-ments, the combi version offers up to 8,200 pounds of cargo capacity and as much as 1,150 cubic feet of volume. Using Class C cargo compartments, the so-called high-cargo version can hold 50 passengers at a 32-inch seat pitch. Bombardier claims it has entered “advanced” discus-sions with a number of potential Q400 combi customers.

Meanwhile, the Q400’s sales total increased to 499 on Tues-day with a firm order for a sin-gle airplane from Horizon Air of the U.S. Horizon and Bom-bardier also confirmed they have signed a five-year mainte-nance agreement, under which the manufacturer will per-form heavy maintenance on Horizon Air’s Q400s at the

manufacturer’s service center in Tucson, Arizona.

Separately, Abu Dhabi’s Fal-con Aviation Services has signed a letter of intent covering five Q400 airliners, supplementing an order for two of the high-speed turboprops announced in February and another in April. Falcon Air Services and Bom-bardier also signed a memoran-dum of understanding under which they agreed to collabo-rate in addressing the need for “multiple, high-quality aircraft solutions” that meet interna-tional standards in Africa and the Middle East.

Finally, Bombardier revealed the identity of the customer for two more Q400s, the sale of which it announced on April 23, as Abu Dhabi Aviation. The largest helicopter operator in the Middle East, Abu Dhabi Aviation now flies one Q400, a single Q300 and two Q200s sup-porting offshore oil, engineering and construction activities. o


Cobham Looks To The FuTure In The InnovaTIon Zone

Perhaps best known for its inflight refueling heritage, technology group Cobham offers a wide portfolio of aviation-related products and services. One field in which the company specializes is communications, and it is presenting three of its latest systems in the Farnborough Airshow’s Innovation Zone (Hall 4/IZ Stand A2).

Two satellite communications systems on show comprise the Aviator 200S, which combines cabin connec-tivity and cockpit services through a single Inmarsat SwiftBroadband channel. The system includes a low-drag, high-performance radome with ThinKom antenna for inflight entertainment systems.

A third communications system is the Solo7 nano video transmitter, which can stream video imagery in high-definition from small air vehicles such as the increasingly popular quad- and octo-rotor UAVs.

Another system on display is Cobham’s Telemax all-hazards robot, Nano7, which has been designed to oper-ate in confined spaces to inspect and handle potential hazards. Nano7 is equipped with a manipulator arm with automatic tool exchange for various tasks.

Cobham apprentices and graduates are on hand to discuss the features and capabilities of these systems and will also host students from schools and universities during Friday’s Futures Day. As well as advising those who are considering careers in the wider aerospace industry, they will outline the benefits of the company’s graduate and apprenticeship schemes. –D.D.

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Singapore show expands, focusing on current trendsby Charles Alcock

The next Singapore Airshow in 2016 will be expanded in several key areas of growing interest to the wider aerospace and defense indus-tries. The new Training & Simula-tion Zone, first introduced at the February 2014 show, is expected to almost double in size to include military exhibitors. Show organizer Experia Events (Chalet B18) is also planning a new dedicated Business Aviation Zone and an Aerospace Emerging Technologies Zone.

“The show needs to be bigger and better,” said Experia’s new managing director Leck Chet Lam. “We want to stay relevant to the industry and we need to focus on its multi-faceted developments such as new trends in training and 3-D production techniques.”

The show expects to boost its attendee base from the 45,000

who came to the 2012 event (from 125 different countries). Around 30 percent of these vis-itors came from southeast Asia (excluding Singapore itself). There were 26 percent from the rest of the Asia Pacific region, 20 percent from the Americas, 19 percent from Europe and 5 percent from the Middle East and Africa.

Among the 2014 exhibitors the presence of Chinese companies almost doubled compared with the 2012 show. There was also a special pavilion for Hong Kong-based exhibitors for the first time.

The official delegation pro-grams have always been a strength of the Singapore show, and especially the delegations from Asia Pacific countries. In 2014, there were 274 delegations

from 76 countries, including top-level defense officials.

According to Experia, its most recent survey of exhibitors showed high approval ratings for the way the show is organized. “We are still working to improve every aspect of the air show experi-ence so that things such as getting passes is more seemless and it is a more holistic experience that adds value,” Leck told AIN. –C.A.

Leck Chet Lam, managing director of Singapore Airshow organizer Experia Events, is expanding the scope of the show ahead of its next staging in 2016.

FormuLa one LIghTs up FuTure engIneers

Team leader Vicky Waterfield and Charlie Flynn represent six British high school students who will be exhibiting their design work during the public days here at the Farnborough Airshow. Team Colossus (Hall 4A Innovation Zone Stand D6), comprised of 15- and 16-year-old students from Robert May School in Odiham, near Farnborough, is England’s winner of the worldwide Formula One (F1) in Schools program, the world’s largest STEM (science, tech-nology, engineering and math) competition, involving more than 20 million students in 40 countries.

The challenge involves designing a small F1 car. The group is also seeking support and sponsorship from the industry as the team members prepare for F1 in Schools World Finals in Abu Dhabi this November, taking place during the Abu Dhabi Grand Prix. The win-ning team earns a trophy and scholarships. –J.W.

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uk’s onLy 24/7 hems provIder Chooses an aw169

Adrian Bell, left, CEO of Kent, Surrey & Sussex Air Ambulance Trust, selected an AgustaWestland AW169 rotorcraft for his 24/7 Helicopter EMS services. He closed the deal with Daniele Romiti, CEO of AgustaWestland.

SA16_AIN_Show_News_(DNA) 275X352mm.pdf 1 23/6/2014 10:39:56 PM

F-35’s Farnborough debut: everything’s here but the jetby Chris Pocock

Nine heavy hitters from the Lockheed Martin F-35 program fronted Tuesday’s media briefing here at Farnborough. But even three senior Pentagon officials, one Air Force general and five industry chiefs could not conjure the actual hardware–although the good news at the show yester-day was that the F-35 was given clearance to fly with “a restricted flight envelope.” The four F-35Bs slated to fly to the UK had been grounded at NAS Patuxent River after a June 23 engine fire at Eglin AFB in Florida. With respect to the chances of an F-35 still making it to the show, Lockheed Martin stated yesterday that “no final deci-sion has been made at this time.”

“We understand what happened, now we’re trying to figure out why,” said Lt. Gen. Chris Bogdan, head of the F-35 pro-gram office here Tuesday. He said that borescope inspections of all 98 Pratt & Whitney F135 engines already delivered to the F-35 program had revealed noth-ing that would indicate a recurrence of the excessive rubbing of the inner cowl by the integral bladed rotor (IBR) in the third stage of the fan, that caused the failure in the F-35A. “Some blades are designed to rub, but this was more severe, leading to excessive temperatures, microcracking, and high-cycle fatigue, causing that part of the engine to come apart,” he explained.

A disappointed Frank Kendall, DoD under-secretary for acquisition, took comfort from the knowledge that “it’s not a systemic design problem.” He was still hopeful that the F-35 would appear here later this week. Bogdan said the impact of the grounding was “minor,” since scheduled maintenance and upgrades to the F-35 fleet had been brought forward.

Kendall said that more foreign sales of the F-35 were being negotiated. Israel, Japan and Korea have already joined the seven overseas nations that formed the original international partnership with the U.S. Some of those nations have

since reduced their planned buys, Kend-all admitted. “But they’re all still in–and there’s a good reason for that,” he added, citing the well-rehearsed advantages of fifth-generation combat aircraft.

These include stealth, of course–something you don’t hear much about in the F-35 program, despite all the govern-ment, congressional and media scrutiny. “There’s a reason for that,” Bogdan told AIN. “The aircraft is meeting or exceed-ing the low-observability requirements. The services are happy–and that includes the maintainability aspects of stealth.”

Kendall said the program was now meeting its cost projections, year by year. “It’s been a continuous learning expe-rience. The problem in any sole-source procurement is incentivizing [the contrac-tors],” he said. He cited the new so-called “Blueprint for Affordability” agreement with industry that was announced last week, and detailed in the Monday edition of AIN’s Farnborough Airshow News.

Bogdan said that the unit flyaway cost has come down 60 percent since the first low-rate initial production (LRIP) lot. The F-35As procured in the latest LRIP lot are costing $112 million, and the goal of achieving $80-85 million per unit by 2019, in then-year dollars, is achievable.

Marillyn Hewson, CEO of Lockheed Martin, said that ramping up the produc-tion rate would further lower the unit cost. But Kendall had potentially bad news for Hewson. Asked by AIN about sustain-ment costs for the F-35, the Pentagon’s chief buyer said he planned to inject sig-nificant competition into an area that accounts for 50 percent of the total cost of becoming an F-35 operator. “We’re aiming for performance-based logistics (PBL),” he said. “We’re going to get the logistics system in place first. Then we’ll put it out to competition. We’re looking for innovative solutions, and the interna-tional partners can help provide them.” o


The U.S. has completed borescope inspections on all 98 Pratt & Whitney F135 engines associated with the F-35 program, and found no evidence there would be a recurrence of the problem that grounded the fleet.

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GE division uses Six Sigma to help drive airline efficiencyby Charles Alcock

GE Aviation’s Flight Efficiency Ser-vices division is using big data techniques to help airlines to improve their profit margins with a particular focus on reduc-ing fuel burn. “Fuel accounts for 40 per-cent of airline costs with around $215 billion spent on this each year,” said gen-eral manager Giovanni Spitale. “GE thinks that if machines can talk to each other using the industrial internet [a term coined by GE] we can make better sense of that [fuel consumption].”

Essentially, GE’s view is that operators know perfectly well what they need to be doing to save fuel, but they sometimes struggle to do these things systematically. By combining its knowledge of Six Sigma best practice management with data sci-ence, the company is demonstrating to operators exactly how the most worth-while savings can be achieved.

“For example, take single-engine taxi-ing. Everyone knows you should do that but what is hard is quantifying the amount of fuel that can be saved that way,” said Spitale. “Another example is the cost asso-ciated with carrying fuel in tanks that doesn’t need to be there. Our philosophy is that rather than having separate analyt-ics tools we have a macro information set that can spot deviations in fuel burn on a day-to-day basis, or even looking at differ-ent times of the day.”

AirAsia has been using Flight Efficiency Services to handle flight data analytics and fuel management for its fleet of Airbus A320 and A330 aircraft. The techniques are saving AirAsia more than one percent of its annual fuel bill, equating to about 550 pounds of fuel on a one-hour flight. GE’s data dash-board integrates flight data with operational, weather, trajectory correction, navigation and terrain data, allowing airlines to tacti-cally manage their daily operations.

Here at the Farnborough Airshow the company announced on Tuesday that it had signed a contract with SpiceJet Air-lines of India for the support of its fleet of 52 aircraft–Boeing 737s and Bombardier

Q400s. With India having some of the highest fuel pricing in the world, the con-tract will help the airline to realize “sub-stantial savings,” said Alan Caslavka, GE’s president of avionics and digital systems.

GE (Chalet P1-5) is also involved in a joint venture business with Accenture called Taleris that has developed software and processes to help airlines deal with dis-ruptions to their operations. For instance, Taleris might help resolve a situation where aircraft, crew and passengers have to be re-routed. Abu Dhabi’s Etihad Airways is the launch customer for this service. o

GE’s data dashboard presents airlines with comprehensive information that helps them operate more efficiently.

texan ii tigershark

Textron Aviation hopes to put some teeth into its newly acquired Beechcraft T6 Texan II program. The turboprop trainer can also double as a low-cost ground-attack platform.

Plexus Corp. of Neenah, Wisconsin, is here (Hall 3 Stand B26) exhibiting for the first time and promoting its electron-ics design, manufacturing and aftermar-ket services. “We don’t design our own products, we design as a service,” Dan Lewis, v-p for the aerospace, defense and security market sector, told AIN. He said Plexus offers assistance throughout a product lifecycle, from design and proto-type to customer support. The company has eight factories in the U.S., Romania, Malaysia, China and the UK and holds an FAR 145 maintenance approval. Lewis said Plexus has more than 20 customers in aerospace and defense. v

AT THE STANDS


Bravia Capital signs deal for 50 Piaggio Avanti EVOsby David Donald

Piaggio Aero has announced the first major order for its Avanti EVO, the pro-totype of which is making its airshow debut here at Farnborough.

Hong Kong-based Bravia Capi-tal has signed an order for 10 aircraft with options for another 40. Deliveries are planned to begin in the first quarter of next year. The aircraft will operate in the U.S., primarily in what Bravia CEO Bharat Bhisé described as the “up to three hour” market sector.

Although Piaggio Aero had been flight-testing the Avanti EVO since the spring of 2013, the company formally launched the new version of the twin-turboprop pusher at the EBACE show in May. Three orders were already in the bag. The first aircraft was bought by an existing Avanti II customer in India, while the third is to be delivered to a U.S. customer.

Regarding certification of the EVO, “The major design changes will be cer-tified with EASA and then, if necessary, validated by FAA under the bilateral agreement, with the exception of com-munity noise reduction that will be cer-tified directly and separately by both authorities,” reported Carlo Logli, CEO of Piaggio Aero. Modifications were submitted for certification as “Design Changes” to the current type. Minor

changes will be certified by Piaggio under its “Design Organization” privi-leges. Piaggio Aero is hopeful of achiev-ing FAA approval in time for the aircraft to make its debut at the NBAA conven-tion in October.

Avanti Branches OutPiaggio Aero has also been devel-

oping new military models, such as the P1HH HammerHead unmanned ISR platform on display here at Farnborough, and a manned, multirole patrol aircraft (MPA), which is being co-developed with Abu Dhabi Autono-mous Systems Investment (ADASI). A proof-of-concept P1HH first flew last November, and a full prototype is due to fly imminently.

To equip these versions Piaggio chose “the best suppliers in their specific sec-tors,” said Logli. Saab was selected as the MPA systems supplier after an international evaluation process, and Selex got the nod for the P1HH’s remote flight control and navigation systems, as well as the SkySTAR mission system.

Logli explained that, “having two dif-ferent suppliers allows us to gain expe-rience with two different operational systems.” It also gives Piaggio access to two different support networks.

Both aircraft take advantage of devel-opment synergies, Logli said, such as the extended wing developed for the MPA that was later installed on the Hammer-Head UAS. The wing is one element in advancing the manned aircraft as a sur-veillance platform.

Logli added, “For coastal, mari-time and offshore security missions, the MPA will fly at 41,000 feet with a range of 3,300 nautical miles [more than 10 hours of endurance] at a cruise speed of 350 knots. It will feature a high perfor-mance search radar and EO/IR sensors suite integrated into a mission manage-ment system. The first version, dedi-cated to maritime patrol, is currently in its development phase and we expect the first flight of the prototype in 2015.”

Since buying into Piaggio Aero in 2006, Mubadala has re-energized the

Avanti product range through invest-ment. In May, the Abu Dhabi company increased its stake to 98.05 percent. Start-ing in September, all manufacturing and assembly of the Avanti aircraft will be concentrated at the Piaggio Aero factory at Villanova d’Albenga. o

Sparkle Roll Jet Takes Delivery of Avanti II Extended Range

Sparkle Roll Jet chairman Ji Zing-zhuo (left) celebrated delivery here at Farnborough of the first P.180 Avanti II Extended Range twin-turboprop with Carlo Logli, CEO of Piaggio Aero.

SR Jet was formed by Sparkle Roll Avia-tion Investment, a subsidiary of Sparkle Roll Investment Holdings of China. The company ordered 10 Avanti IIs at the 2013 NBAA show. It plans to use the twin-turboprop pushers for a “business commuter flight service” in China “and to be a transitional provider between civil and business aviation.”

The Extended Range Avanti II adds a per-manent additional fuel tank in a portion of the closet in the lavatory. The fuel capacity is increased to 3,226 pounds from 2,826 pounds, increasing range to 1,720 nautical miles. –M.T.

KRET group offers avionics for Russian copters, airlinersby Vladimir Karnozov

Riding on a wave of military busi-ness, electronics group KRET, a subsid-iary of Russian Technologies, plans to expand its presence in the global market for civilian avionics and systems by offer-ing avionics packages for the Kamov Ka-226T and Mil Mi-171A2 helicopters and the Tupolev Tu-204SM and Irkut MC-21 narrow-body jetliners.

Deliveries of KRET-outfitted Ka-226Ts are expected to begin to launch customer GazpromAvia and the Mi-171A2 is entering production. The avion-ics package for the Tu-204SM is already flying on two operable prototypes. A more advanced avionics suite is being bench-tested for the MC-21.

A first-time exhibitor at the Farnborough International Airshow, KRET was formed in 2009 and now includes nearly 100 enterprises spe-cializing in electronic warfare, avi-onics, friend-or-foe systems and measuring equipment. Last year, its rev-enues amounted to 77.3 billion rubles ($2.25 billion), of which 70 percent were military. KRET’s order backlog reportedly exceeds 25 billion rubles.

“Our previous avionics solutions used to be based on military standards, and hence we were not able to compete [with Western companies] when the Superjet project commenced,” said Andrei Tyulin. KRET deputy general manager. “Now, our newer systems feature open architec-ture and algorithms; they comply with the international standards. We are going to certify them with ARMAK, EASA and FAA so that we will have a global product able to sell worldwide.”

KRET general manager Nikolai Kolesov said the group works on 42 systems for the MC-21. “Our goal is to certify [the systems] this year, so as to commence production of deliverable sets in 2015.” Many of these systems are parts of “a predominantly Russian integrated avionics suite” for the afore-mentioned jetliner, with 90 percent of software and 47 percent of hardware being of local origin.

Another KRET member, Tikhomiriov’s NIIP, continues flight-tests of the N-036 active electronically scanned phased array radar on Sukhoi PAKFA (T-50) fifth gen-eration fighter. o

Above: Bravia Capital CEO Bharat Bhisé, left, has placed an order for 10 Piaggio Aero Avanti EVOs with options for another 40. Congratulating his customer is Piaggio Aero CEO Carlo Logli.

Right: In other news, ConnectJets, led by founder and general manager Gabriella Somerville, has been appointed the exclusive Avanti dealer in the UK, Channel Islands, Isle of Man and Ireland.

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GE (Chalet P1-5) here on Monday an-nounced that Air Lease Corporation has selected the GEnx-1B engine to power 30 Boeing 787 Dreamliners. The list price for the engine order is valued at more than $1.4 billion.

Meanwhile, Emirates signed a 12-year agreement with GE for the maintenance, repair and overhaul of the GE9X engines that will power its 150 Boeing 777X air-craft. The OnPoint solution agreement is valued at more than $13 billion over the life of the contract. v

AT THE STANDS

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