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Winner 2016 AVIATIONWEEK & SPACE TECHNOLOGY

Digital Extras Tap this icon Emirates’ big A380 feet notwithstanding, Airbus CEO Fabrice Bregier in articles in the digital edition conceded at the Farnborough Airshow that, for the moment, the market of AW&St for exclusive features. 20 for the A380 is not nearly the size anticipated when the program was launched almost 16 years ago. 7 Feedback 8 Who’s Where 10-11 First Take 12 Going Concerns 13 Up Front 14 Inside Business Aviation 16 Airline Intel 17 Leading Edge 18 In Orbit 19 Washington Outlook 63 Classifed 64 Contact Us 65 Aerospace Calendar

COMMERCIAL AVIATION 38 Boeing 777X cockpit will be DEFENSE 20 Airbus cuts A380 production to frst commercial transport to 26 Despite Brexit vote, U.K. signs deals incorporate touch screens at Farnborough Airshow for $6.6 buy time to fnd new customers as billion in new defense equipment market forces indicate its demise 39 Terms of global emissions deal are far from set as ICAO assembly to 29 F-35 deploys to the U.K. success- 22 Farnborough Airshow gives a view reach an agreement nears fully at last and now faces logistics into Boeing’s 777X, 737 MAX and and information-sharing challenges 55 middle-of-market aircraft plans 32 China’s Y-20 enters service after nine-year development, laying 22 Materials tests for GE9X engine foundation for still bigger airlifters blaze a trail for Boeing 787 46 Canada reengages fghter jet “next-gen” GEnx-1b powerplant makers, foreign governments as it weighs how to replace its CF-18s 24 UAC and Comac will establish joint venture to develop their proposed 47 Breaking up the U.S. military long-range widebody airliner satellite payload set may be way to boost interoperability with allies BUSINESS 25 Qatar Airways moves toward 37 New CEOs are tasked with helping PROPULSION “network of partnerships” with Tier 1 suppliers adapt to OEMs’ 34 GE details test plan with U.S. Air plan to buy stake in LATAM Group demands and cost pressures Force aimed at three-stream, adaptive fghter jet engines ON THE COVER MANUFACTURING The F-35 Joint Strike Fighter has begun appearing at international air shows. Here, the STOVL variant of the 36 Alcoa and Hexcel unveil major Lightning II hovers above the airfeld at Farnborough, England, 3-D-printing investments to in Mark Wagner’s photo. Next up for the mammoth international accelerate product development fghter program are the complexities of logistics, maintenance and data sharing among allies (see page 29). Also in this issue: TECHNOLOGY U.K. defense after the Brexit vote (page 26), biometric screening 41 Design house ESAero uses airliner of airline passengers (page 55) and the future of Airbus’s A380 concept to explore challenges of (page 20). Aviation Week publishes a digital edition every week. distributed electric propulsion Read it at AviationWeek.com/awst and on our app.

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42 EmbraerEmbraer 117070 pprototyperototype jjoinsoins 5858 Eurocontrol’sEurocontrol’s portableportable gaminggaming EcoDemonstrator tests focused on simulator helps airports prepare turbulence detection and noise in a virtual world for real crises FACE TO FACE GENERAL AVIATION 44 BAE Systems CEO discusses Brexit vote impact, armed UAV work and 59 Persistently high personal aviation Mobile. Online. plans for Turkey, other markets fatality rate spurs government, industry to address causes Updated Daily. SPACE PROPULSION 48 Mars Orbiter could be solar-electric Free to subscribers. Get new content propulsion testbed as backing 53 daily and read the weekly digital edition wanes for asteroid mission demo of Aviation Week online or in our app.

50 Aerojet Rocketdyne weighs “new DESKTOP/LAPTOP space” manufacturing and design Go to AviationWeek.com/awst to cut costs, open new markets APPLE APP 51 Virgin Galactic LauncherOne Go to the Apple App Store, search project kick-starts vertically for “Aviation Week” and download the integrated rocket-making facilities Aviation Week & Space Technology app to your iPad or iPhone. SPACE 61 Europeans make progress on 53 Curiosity rover will image and electric aircraft prototypes, but ANDROID APP perhaps sample Gale Crater sites regulations present hurdles Go to Google Play, search for “Aviation in search of liquid water on Mars Week” and download the Aviation Week VIEWPOINT & Space Technology app for your NEW AIRPORT TECHNOLOGIES Android phone or tablet. 66 Space vehicles must be integrated 55 SITA, Rockwell Collins are working into the national airspace safely, LOGIN on biometric-based next-gen Tap on any locked article to get to the approaches for air travel cooperatively and economically login screen OR on the menu icon in the upper right corner of the app screen (image with three parallel lines) and tap BEHIND THE SCENES “Login.” Log in using the email address associated with your subscription. Forgot Password? Tap the “forgot password” link on the login screen and follow the reset instructions emailed to you (this password may not be the same as your digital edition password). Customer Service If you don’t have a registered email or password, or are SAULO PASSOS/EMBRAERSAULO having problems with the download or login, contact our customer care team for assistance: Toll-free (North America) 800-525-5003 Outside North America At the Farnborough Airshow, Aviation Week Editor-in-Chief Joe Anselmo (left) and (+1) 847-763-9147 Managing Editor-Commercial, Jens Flottau tour Embraer’s fi rst prototype E190-E2 passenger jet. The aircraft was fl own to Farnborough from Brazil seven weeks after Email: [email protected] its fi rst fl ight on May 23. Web: AviationWeek.com/awstcustomers

4 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst

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42 EmbraerEmbraer 117070 pprototyperototype jjoinsoins 5858 Eurocontrol’sEurocontrol’s portableportable gaminggaming EcoDemonstrator tests focused on simulator helps airports prepare turbulence detection and noise in a virtual world for real crises Picture yourself FACE TO FACE GENERAL AVIATION 44 BAE Systems CEO discusses Brexit a generation ahead. vote impact, armed UAV work and 59 Persistently high personal aviation Mobile. Online. plans for Turkey, other markets fatality rate spurs government, industry to address causes Updated Daily. SPACE PROPULSION 48 Mars Orbiter could be solar-electric Free to subscribers. Get new content propulsion testbed as backing 53 daily and read the weekly digital edition wanes for asteroid mission demo of Aviation Week online or in our app.

50 Aerojet Rocketdyne weighs “new DESKTOP/LAPTOP space” manufacturing and design Go to AviationWeek.com/awst to cut costs, open new markets APPLE APP 51 Virgin Galactic LauncherOne Go to the Apple App Store, search project kick-starts vertically for “Aviation Week” and download the integrated rocket-making facilities Aviation Week & Space Technology app to your iPad or iPhone. SPACE 61 Europeans make progress on 53 Curiosity rover will image and electric aircraft prototypes, but ANDROID APP perhaps sample Gale Crater sites regulations present hurdles Go to Google Play, search for “Aviation in search of liquid water on Mars Week” and download the Aviation Week VIEWPOINT & Space Technology app for your NEW AIRPORT TECHNOLOGIES Android phone or tablet. 66 Space vehicles must be integrated 55 SITA, Rockwell Collins are working into the national airspace safely, LOGIN on biometric-based next-gen Tap on any locked article to get to the approaches for air travel cooperatively and economically login screen OR on the menu icon in the upper right corner of the app screen (image with three parallel lines) and tap BEHIND THE SCENES “Login.” Log in using the email address associated with your subscription. Forgot Password? Tap the “forgot password” link on the login screen and follow the reset instructions emailed to you (this password may not be the same as your digital edition password). Customer Service If you don’t have a registered email or password, or are SAULO PASSOS/EMBRAERSAULO having problems with the download or login, contact our customer care Pratt & Whitney’s PurePower® Geared Turbofan™ engines are now in commercial service. team for assistance: The PurePower GTF engine powers the new generation of airliners, and their new generation of Toll-free (North America) 800-525-5003 passengers. More and more next-generation operators are adopting the cleaner, greener, quieter Outside North America engine. Because that’s how their customers want to fly. Learn more at PurePowerEngines.com. At the Farnborough Airshow, Aviation Week Editor-in-Chief Joe Anselmo (left) and (+1) 847-763-9147 Managing Editor-Commercial, Jens Flottau tour Embraer’s fi rst prototype E190-E2 passenger jet. The aircraft was fl own to Farnborough from Brazil seven weeks after Email: [email protected] its fi rst fl ight on May 23. Web: AviationWeek.com/awstcustomers A United Technologies Company Connect with us

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AW_07_18_2016_p03-04.indd 4 7/14/16 7:12 PM 607AWB5.pdf 1 7/8/2016 9:50:27 AM Editor-In-Chief Joseph C. Anselmo Executive Editor James R. Asker Managing Editors Jen DiMascio, Jens Flottau, Graham Warwick Associate Managing Editor Andrea Hollowell Art Director Lisa Caputo Director, Editorial and Online Production Michael O. Lavitt 4th Annual Director, Digital Content Strategy Rupa Haria Defense, space anD security European Aerospace Raw Materials Editors Jen DiMascio (Managing Editor), Jeferson Morris (Associate Managing Editor), & Manufacturers Supply Chain Conference Michael Bruno, James Drew, Michael Fabey, Frank Morring, Jr., Tony Osborne, Lara Seligman, Amy Svitak civil aviation/Maintenance, repair anD overhaul Editors Jens Flottau (Managing Editor), Madhu Unnikrishnan (Associate Managing Editor), Sean Broderick, Cathy Buyck, John Croft, Jen Deglmann, Thierry Dubois, William Garvey, Kristin Majcher, Molly McMillin, Guy Norris, Bradley Perrett, Jessica Salerno, September 19, 2016 Adrian Schofeld, Lee Ann Shay (Chief Editor, MRO Edition) Hôtel Palladia, Toulouse, France Chief Aircraft Evaluation Editor Fred George For individual e-mail addresses, telephone numbers and more, go to AviationWeek.com/editors

eDitorial offices 1166 Ave of Americas, New York, N.Y. 10036 Phone: +1 (212) 204-4200 Bureaus aucklanD 53 Staincross St., Green Bay, Auckland 0604, New Zealand Phone: +64 (27) 578-7544 Bureau Chief Adrian Schofeld Beijing D-1601, A6 Jianguo Menwai Ave., Chaoyang, Beijing 100022, China A half-day Conference to be held in conjunction with SpeedNews’ Phone: +86 (186) 0002-4422 17th Annual Aviation Industry Suppliers Conference in Toulouse Bureau Chief Bradley Perrett Brussels Rue de L’Aqueduc 134, 1050 Brussels, Belgium Phone: +32 (2) 648-7774 #SNEuroRaw Bureau Chief Cathy Buyck chicago 330 N. Wabash Ave., Suite 2300, Chicago, Ill. 60611 Phone: +1 (312) 840-8445 Bureau Chief Lee Ann Shay frankfurt Am Muehlberg 39, 61348 Bad Homburg, Germany Phone: +69 (69) 2999-2718 Fax: +49 (6172) 671-9791 Bureau Chief Jens Flottau lonDon 50 Broadway London SW1H0RG, England Phone: +44 (207) 152-4521 Bureau Chief Tony Osborne 17th Annual los angeles Aviation Industry Suppliers Conference 10 Whitewood Way, Irvine, Calif. 92612 Phone: +1 (949) 387-7253 in Toulouse (AISCT) Bureau Chief Guy Norris Moscow Box 127, Moscow, 119048, Russia Phone: +7 (495) 626-5356; Fax: +7 (495) 933-0297 Contributing Editor Maxim Pyadushkin new Delhi Flat #223, Samachar Apartments, Mayur Vihar—Phase-1 (ext.), New Delhi 110091, India Phone: +91 (98) 1154-7145 September 19-21, 2016 Contributing Editor Jay Menon paris Hôtel Palladia, Toulouse, France 40 rue Courcelles, 75008 Paris, France Phone: +33 (06) 72-27-05-49 Bureau Chief Amy Svitak san francisco 1546 McKinnon Ave. San Francisco, Calif. 94124 Phone: +1 (415) 314-9056 Bureau Chief Madhu Unnikrishnan washington 1911 Fort Myer Drive, Suite 600 Arlington, Va. 22209 Phone: +1 (703) 997-0333 Bureau Chief James R. Asker wichita 1500 N. Willow Lane, Wichita, Kansas 67208 Phone +1 (316) 993-3929 Bureau Chief Molly McMillin

Art Department Scott Marshall, Colin Throm Copy Editors Patricia Parmalee, Andy Savoie, #SNAISCT Arturo Mora, Dan Hockensmith, Richard Leyshon Production Editor Bridget Horan Contributing Photographer SpeedNews Joseph Pries 11500 W. Olympic Blvd., Suite 574 • Los Angeles, CA 90064, USA penton Tel: +1-424-465-6501 • Email: [email protected] David Kieselstein Chief Executive Ofcer Nicola Allais Chief Financial Ofcer/Executive Vice President Registration is open for both Conferences Andrew Schmolka Senior Vice President & General Counsel Please visit www.SpeedNews.com or call +1-424-465-6501 for more information. Warren N. Bimblick Group President Gregory Hamilton President, Aviation Week Network

6 AVIAtION WEEk & SPACE tEChNOlOGy/JUly 4-17, 2016 AviationWeek.com/awst

AW_07_04_2016_p006.indd 6 7/12/16 4:24 PM Feedback Address letters to the Executive Editor, Aviation Week & Space Technology, 1911 Fort Myer Drive, Suite 600, Arlington, Va. Editor-In-Chief Joseph C. Anselmo MLAT COVERAGE CONFUSION world knowing where potentially high- 22209 or send via email to: Executive Editor James R. Asker [email protected] Managing Editors Jen DiMascio, Jens Flottau, Graham Warwick “Hide and Seek” (June 20-July 3, value targets of kidnap and coercion Associate Managing Editor Andrea Hollowell Letters may be edited for length and clarity; Art Director Lisa Caputo p. 13) states: “Today multilateration might be at any given time, it isn’t clear a verifiable address and daytime telephone Director, Editorial and Online Production Michael O. Lavitt (MLAT) coverage extends over most of that the world should know that Com- number are required. 4th Annual Director, Digital Content Strategy Rupa Haria Defense, space anD security North America and Europe, and parts pany A CEO’s jet is making frequent European Aerospace Raw Materials Editors Jen DiMascio (Managing Editor), Jeferson Morris (Associate Managing Editor), of Australia, Brazil, China, India, New trips to the location where potential & Manufacturers Supply Chain Conference Michael Bruno, James Drew, Michael Fabey, Frank Morring, Jr., Zealand, South Africa, Taiwan and merger target, Company B, is head- Embraer E2 are essentially the same, Tony Osborne, Lara Seligman, Amy Svitak Thailand.” This is true in a way, since quartered. With ADS-B data collected yet the ﬁ nancials are all over the place. civil aviation/Maintenance, repair anD overhaul Editors Jens Flottau (Managing Editor), Madhu areas of MLAT coverage comprise by private individuals and available on Unnikrishnan (Associate Managing Editor), Sean Broderick, Cathy Buyck, John Croft, Jen Deglmann, many spots across those countries, but the internet, that fact cannot be hidden RAPTOR CG QUERY Thierry Dubois, William Garvey, Kristin Majcher, it does not mean there is continuous unless there is a means for masking the In looking at the photograph of the Molly McMillin, Guy Norris, Bradley Perrett, Jessica Salerno, September 19, 2016 Adrian Schofeld, Lee Ann Shay (Chief Editor, MRO Edition) coverage across these sites. ID code at the transmitter. F-22 and F-35 in formation that ac- Hôtel Palladia, Toulouse, France Chief Aircraft Evaluation Editor Fred George For individual e-mail addresses, telephone numbers and more, go to AviationWeek.com/editors [email protected] notes: A paradox. On the one hand we’d eDitorial offices 1166 Ave of Americas, New York, N.Y. 10036 like to know where certain aircraft Phone: +1 (212) 204-4200 were when they went missing, yet Bureaus we have certain people not wanting aucklanD anyone to know where they are. 53 Staincross St., Green Bay, Auckland 0604, New Zealand Phone: +64 (27) 578-7544 Bureau Chief Adrian Schofeld Beijing TJames worries that: D-1601, A6 Jianguo Menwai Ave., Chaoyang, Beijing 100022, China Parties will be able to use the data A half-day Conference to be held in conjunction with SpeedNews’ Phone: +86 (186) 0002-4422 17th Annual Aviation Industry Suppliers Conference in Toulouse Bureau Chief Bradley Perrett for initialization and tracking data companies “Raptor Revisted” (July 4-17, Brussels for possibly current and future anti- p. 75) , it struck me how far aft the wing Rue de L’Aqueduc 134, 1050 Brussels, Belgium Phone: +32 (2) 648-7774 aircraft weapons. the center of lift appears to be com- #SNEuroRaw Bureau Chief Cathy Buyck chicago pared to the apparent center of gravity 330 N. Wabash Ave., Suite 2300, Chicago, Ill. 60611 SUBSIDY BATTLE REDUX (CG) of the aircraft. Is there that much Phone: +1 (312) 840-8445 Bureau Chief Lee Ann Shay On the matter of a likely trade dis- fuselage lift to move the overall center frankfurt pute with the advent of new competi- of lift forward closer to the CG? Am Muehlberg 39, 61348 Bad Homburg, Germany Phone: +69 (69) 2999-2718 Fax: +49 (6172) 671-9791 tors in the single-aisle market (July Craig Price Bureau Chief Jens Flottau 4-17, p. 90): ELLICOTT CITY, MARYLAND lonDon 50 Broadway London SW1H0RG, England Phone: +44 (207) 152-4521 Bureau Chief In the U.S., coverage is mostly Talyn says: FIGHTERS BATTLE FOR ORDERS 17th Annual Tony Osborne los angeles airport-centric. To cover the entire U.S. Excellent article. Good points made Observations and opinions online Aviation Industry Suppliers Conference 10 Whitewood Way, Irvine, Calif. 92612 Phone: +1 (949) 387-7253 would require thousands of MLAT sta- that the UAC MS-21 and Comac C919 regarding “Fighter Flood” (July 4-17, in Toulouse (AISCT) Bureau Chief Guy Norris tions (ADS-B coverage takes hundreds are essentially ﬁ nanced by the govern- p. 68) largely stressed lack of choice. Moscow Box 127, Moscow, 119048, Russia of stations, each covering up to 250 mi.). ments of Russia and China. When Phone: +7 (495) 626-5356; Fax: +7 (495) 933-0297 Contributing Editor Maxim Pyadushkin I am aware of one country with are Airbus and Embraer going to EngineeringRaconteur posits: new Delhi countrywide MLAT coverage: Aus- protest to the World Trade Organiza- Technical aspects aside, the F-35, Flat #223, Samachar Apartments, Mayur Vihar—Phase-1 (ext.), New Delhi 110091, India tria. Its need started with Innsbruck, tion (WTO)? Of course, Embraer has even the A, will not cost less than Phone: +91 (98) 1154-7145 where instrument conditions reduced a history of being subsidized by the anything out there except maybe the September 19-21, 2016 Contributing Editor Jay Menon paris movements to 5 per hr. because radar Brazilian government . . . and . . . F-22; anyone who claims otherwise is a Hôtel Palladia, Toulouse, France 40 rue Courcelles, 75008 Paris, France Phone: +33 (06) 72-27-05-49 coverage was impossible in the valleys salesman. Bureau Chief Amy Svitak leading to the airport. Rather than in- davidjpritchard advises: san francisco 1546 McKinnon Ave. stalling radars in the inhospitable and The industry has “WTO aircraft sub- lesj adds: San Francisco, Calif. 94124 Phone: +1 (415) 314-9056 nearly inaccessible sites required to sidy fatigue.” It’s time for “can we all I can’t believe the F-35 is going to Bureau Chief Madhu Unnikrishnan obtain the needed coverage, they opted play together.” All aircraft manufactur- even be viable in a frontline situation washington 1911 Fort Myer Drive, Suite 600 for countrywide MLAT. ers get aircraft subsidies in one form in 30 years. . . . Its inherent weak- Arlington, Va. 22209 David Rost or another. A four-country Large Civil nesses are already built in. Phone: +1 (703) 997-0333 Bureau Chief James R. Asker MALVERNE, NEW YORK Agreement (aka a next-generation 1992 wichita (The reader is correct-Ed.) EU U.S. Large Civil Aircraft Agree- Sir leroy reasons: 1500 N. Willow Lane, Wichita, Kansas 67208 ment) needs to be discussed among the It’s not much of a battle consider- Phone +1 (316) 993-3929 Bureau Chief Molly McMillin Online, the “Hide and Seek” debate EU, U.S., Canada and Brazil to allow all ing the F-35 is 5th-gen stealthy and

Art Department Scott Marshall, Colin Throm centered on right-to-privacy issues: players the same level of government outclasses all competitors. . . . It is the Copy Editors Patricia Parmalee, Andy Savoie, incentives to assist in launching new/ only viable ﬁ ghter today and one that, #SNAISCT Arturo Mora, Dan Hockensmith, Richard Leyshon Production Editor Bridget Horan [email protected] queries: updated aircraft programs. with upgrades, will still be relevant in Contributing Photographer SpeedNews Joseph Pries Why should aircraft operators have the 2050s and beyond. 11500 W. Olympic Blvd., Suite 574 • Los Angeles, CA 90064, USA penton any higher right to privacy than auto- tpg notes: Tel: +1-424-465-6501 • Email: [email protected] David Kieselstein Chief Executive Ofcer Correction: In “Fighter Flood” (July Nicola Allais Chief Financial Ofcer/Executive Vice President mobile owners? The “aviation game” is much like the Registration is open for both Conferences Andrew Schmolka Senior Vice President & General Counsel medical ﬁ eld in the U.S.: trying to get 4-17, p. 68), the numbers of Rafale air- Please visit www.SpeedNews.com or call +1-424-465-6501 for more information. Warren N. Bimblick Group President 9402sierra counters: a handle on cost vs. pricing is near im- craft on order and delivered in Europe Gregory Hamilton President, Aviation Week Network It goes much deeper. Setting aside possible. Engines on the Airbus NEO, were misstated. They are 180 and 138, the security issues associated with the Bombardier C Series, UAC MS-21 and respectively.

6 AVIAtION WEEk & SPACE tEChNOlOGy/JUly 4-17, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 7

AW_07_04_2016_p006.indd 6 7/12/16 4:24 PM AW_07_18_2016_p07.indd 7 7/14/16 5:05 PM Who’s Where To submit information for the Who’s Where column, send Word or attached text files (no PDFs) and photos to: [email protected] For additional information on companies and individuals listed in this column, please refer to the eter van der Horst has been brigadier general, has been Steve Isakowitz Aviation Week Intelligence Network Pappointed managing director assigned as deputy director of at AviationWeek.com/awin For of KLM UK Engineering Ltd., Nuclear, Homeland Defense information on ordering, telephone based in Norwich, England. The com- and Current Operations for U.S.: +1 (866) 857-0148 or pany specializes in maintenance for the Joint Staf. Dawkins had +1 (515) 237-3682 outside the U.S. regional and narrowbody aircraft. been director of the National Van der Horst has been vice presi- Security Council. Lt. Gen. dent-line maintenance and held man- VeraLinn Jamieson, pro- feet planning at South Africa agement and executive positions with moted from major general, Edward L. Bolton Airways and Comair Ltd. Martinair. has been assigned as deputy Seabury Group has rehired The Aerospace Corp. has elected chief of staf of Intelligence, David Fowkes as managing Steve Isakowitz (see photos) as Surveillance and Reconnais- director-Seabury Corporate president/CEO. As CEO, he will suc- sance (ISR) at Air Force Advisors, which provides re- ceed Wanda Austin when she retires headquarters. She had been structuring services. Fowkes Oct. 1. Isakowitz has been Virgin deputy commander of the had worked with GA Telesis, Galactic president. In addition, Air Joint Functional Component Blue Air and at Bristow Group. Force Maj. Gen. (ret.) Edward L. Command for ISR, U.S. Stra- Bristow Helicopters Ltd. has Bolton, Jr., has been named senior tegic Command. Maj. Gen. Darius Adamczyk promoted Samantha Willen- vice president-systems planning, Steven L. Basham, promoted bacher (see photo) to regional engineering and quality, succeeding from brigadier general, has director-Americas. Royal Rand Fisher, who has retired. Bolton been assigned as director- Air Force Air Commo. (ret.) had been FAA assistant administra- legislative liaison of the Ofce Russell Torbet will succeed tor for NextGen. of the Secretary of the Air her as director-U.K. civilian Honeywell International has named Force. Basham was deputy search and rescue for HM Darius Adamczyk (see photo) to suc- director. Coastguard. ceed CEO Dave Cote in March 2017. The Space Foundation has FlightSafety International has Claudio Onofrio Adamczyk is president/chief operating named Bryan J. DeBates vice promoted Robert Standley ofcer and led the company’s Scan- president-education. DeBates, to manager of the company’s ning and Mobility business. He was who has been senior director, learning center in Seattle. CEO at Metrologic when Honeywell will oversee the development Constellium has promoted acquired it in 2008. and implementation of founda- Jean-Marc Germain (see United Technologies Corp. has ap- tion programs that support sci- photo) to CEO. He will suc- pointed Vince Campisi senior vice ence, technology, engineering ceed Pierre Vareille, who will president-digital and chief information and mathematics education. retire as CEO but serve as ofcer, responsible for UTC’s global IT Global logistics company S. Willenbacher an advisor to the board. The operations. He succeeds Nancy Davis, Mallory Alexander, headquar- company produces specialty who will retire. tered in Memphis, Tennes- rolled and extruded aluminum Bombardier Business Aircraft has see, has appointed Claudio products for aerospace and named Mike Fahey vice president for Onofrio (see photo) vice other markets. Learjet 70 and 75 aircraft sales. Fahey president-global business OGSystems has hired John has been vice president of sales for development. His markets Goolgasian to lead the com- Learjet and preowned aircraft. Peter include the southern U.S. and pany’s geospatial analytics Bromby has been named regional vice southern Europe. eforts. He had been director president for preowned aircraft. ServiceTec International Inc. Jean-Marc Germain of the Geoint Group in the Na- The U.S. Air Force has made a num- has named Laura Becker vice tional Geospatial-Intelligence ber of promotions: Gen. Stephen W. president-business relations. Agency’s Source Operations Wilson, promoted from lieutenant Becker previously worked for and Management Directorate. general, has been assigned as vice systems integrators SITA and Align Aerospace Holdings chief of staf U.S. Air Force. Wilson Rockwell Collins ARINC. Inc. has appointed Marc had been deputy commander, U.S. Malaysia Airlines Group Invernizzi general manager- Strategic Command, Ofutt AFB, has appointed Peter Bellew Europe. Invernizzi had held Nebraska. Maj. Gen. Thomas A. Bus- managing director/CEO of John P. Martin management positions at Nitto siere has been named commander Malaysia Airlines Berhad. He EMEA, a Japanese polymer Eighth Air Force Global Strike Com- succeeds Christoph Mueller. technology specialist. mand and joint functional-component Keith Green has joined ASM world Compass Logistics International commander for Global Strike, U.S. route-development consultants to North America has named John P. Strategic Command, Barksdale develop the company’s interests in Martin (see photo) director. Martin AFB, Louisiana. Maj. Gen. James Africa. Green, who will be based in had been vice president of Agility C. Dawkins, Jr., promoted from South Africa, headed network and Logistics in Atlanta. c

8 AVIATIOn WEEK & SPACE TEChnOLOGy/JULy 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p08.indd 8 7/12/16 4:46 PM Who’s Where To submit information for the Who’s Where column, send Word or attached text files (no PDFs) and photos to: [email protected] For additional information on go on a cruise, does companies and individuals listed in this column, please refer to the eter van der Horst has been brigadier general, has been Steve Isakowitz Aviation Week Intelligence Network at AviationWeek.com/awin For it have to be at sea level? Pappointed managing director assigned as deputy director of of KLM UK Engineering Ltd., Nuclear, Homeland Defense information on ordering, telephone based in Norwich, England. The com- and Current Operations for U.S.: +1 (866) 857-0148 or Flying cruise liners – pany specializes in maintenance for the Joint Staf. Dawkins had +1 (515) 237-3682 outside the U.S. regional and narrowbody aircraft. been director of the National a dream our software could bring to life. Van der Horst has been vice presi- Security Council. Lt. Gen. dent-line maintenance and held man- VeraLinn Jamieson, pro- feet planning at South Africa Innovative thinkers everywhere use INDUSTRY SOLUTION EXPERIENCES agement and executive positions with moted from major general, Edward L. Bolton Airways and Comair Ltd. Martinair. has been assigned as deputy Seabury Group has rehired from Dassault Systèmes to explore the The Aerospace Corp. has elected chief of staf of Intelligence, David Fowkes as managing true impact of their ideas. Insights from Steve Isakowitz (see photos) as Surveillance and Reconnais- director-Seabury Corporate the 3D virtual world enable aerospace president/CEO. As CEO, he will suc- sance (ISR) at Air Force Advisors, which provides re- and defense companies to deﬁ ne new ceed Wanda Austin when she retires headquarters. She had been structuring services. Fowkes experiences. How long before the sky Oct. 1. Isakowitz has been Virgin deputy commander of the had worked with GA Telesis, becomes the destination? Galactic president. In addition, Air Joint Functional Component Blue Air and at Bristow Group. Force Maj. Gen. (ret.) Edward L. Command for ISR, U.S. Stra- Bristow Helicopters Ltd. has Bolton, Jr., has been named senior tegic Command. Maj. Gen. Darius Adamczyk promoted Samantha Willen- vice president-systems planning, Steven L. Basham, promoted bacher (see photo) to regional engineering and quality, succeeding from brigadier general, has director-Americas. Royal Rand Fisher, who has retired. Bolton been assigned as director- Air Force Air Commo. (ret.) had been FAA assistant administra- legislative liaison of the Ofce Russell Torbet will succeed tor for NextGen. of the Secretary of the Air her as director-U.K. civilian Honeywell International has named Force. Basham was deputy search and rescue for HM Darius Adamczyk (see photo) to suc- director. Coastguard. ceed CEO Dave Cote in March 2017. The Space Foundation has FlightSafety International has Claudio Onofrio Adamczyk is president/chief operating named Bryan J. DeBates vice promoted Robert Standley ofcer and led the company’s Scan- president-education. DeBates, to manager of the company’s ning and Mobility business. He was who has been senior director, learning center in Seattle. CEO at Metrologic when Honeywell will oversee the development Constellium has promoted acquired it in 2008. and implementation of founda- Jean-Marc Germain (see United Technologies Corp. has ap- tion programs that support sci- photo) to CEO. He will suc- pointed Vince Campisi senior vice ence, technology, engineering ceed Pierre Vareille, who will president-digital and chief information and mathematics education. retire as CEO but serve as ofcer, responsible for UTC’s global IT Global logistics company S. Willenbacher an advisor to the board. The operations. He succeeds Nancy Davis, Mallory Alexander, headquar- company produces specialty who will retire. tered in Memphis, Tennes- rolled and extruded aluminum Bombardier Business Aircraft has see, has appointed Claudio products for aerospace and named Mike Fahey vice president for Onofrio (see photo) vice other markets. Learjet 70 and 75 aircraft sales. Fahey president-global business OGSystems has hired John has been vice president of sales for development. His markets Goolgasian to lead the com- Learjet and preowned aircraft. Peter include the southern U.S. and pany’s geospatial analytics Bromby has been named regional vice southern Europe. eforts. He had been director president for preowned aircraft. ServiceTec International Inc. Jean-Marc Germain of the Geoint Group in the Na- The U.S. Air Force has made a num- has named Laura Becker vice tional Geospatial-Intelligence ber of promotions: Gen. Stephen W. president-business relations. Agency’s Source Operations Wilson, promoted from lieutenant Becker previously worked for and Management Directorate. general, has been assigned as vice systems integrators SITA and Align Aerospace Holdings chief of staf U.S. Air Force. Wilson Rockwell Collins ARINC. Inc. has appointed Marc had been deputy commander, U.S. Malaysia Airlines Group Invernizzi general manager- Strategic Command, Ofutt AFB, has appointed Peter Bellew Europe. Invernizzi had held Nebraska. Maj. Gen. Thomas A. Bus- managing director/CEO of John P. Martin management positions at Nitto siere has been named commander Malaysia Airlines Berhad. He EMEA, a Japanese polymer Eighth Air Force Global Strike Com- succeeds Christoph Mueller. technology specialist. It takes a special kind of compass to understand mand and joint functional-component Keith Green has joined ASM world Compass Logistics International the present and navigate the future. John P. commander for Global Strike, U.S. route-development consultants to North America has named 3DS.COM/AEROSPACE-DEFENSE Strategic Command, Barksdale develop the company’s interests in Martin (see photo) director. Martin AFB, Louisiana. Maj. Gen. James Africa. Green, who will be based in had been vice president of Agility C. Dawkins, Jr., promoted from South Africa, headed network and Logistics in Atlanta. c

8 AVIATIOn WEEK & SPACE TEChnOLOGy/JULy 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p08.indd 8 7/12/16 4:46 PM 607AWB9.indd 1 7/8/2016 9:51:29 AM First Take

two years to ﬁ nd new orders (page 20).

Moscow and Beijing have endorsed development of a Russian-Chinese widebody airliner in an equal partnership between United Aircraft Corp. and Comac. Preliminary design of the aircraft, broadly comparable with the Airbus A330 and for service in the mid- 2020s, has been underway since 2014 (page 24). U.S. AIR FORCE/PAUL WEATHERMAN At the Farnborough International DEFENSE Airshow on July 11-14, Airbus announced orders and commitments for Boeing’s KC-46A tanker has suc- The Swedish air force has declared 279 aircraft with a list-price value of cessfully refueled a Boeing C-17 after initial operating capability with the $35 billion, and Boeing for 182 aircraft installation of hydraulic pressure-relief MBDA Meteor on its Saab JAS 39C/D valued at $26.8 billion, business totals valves in the telescoping boom to allevi- Gripen fi ghters, making it the fi rst air down signifi cantly from recent major ate higher-than-expected axial loads arm to fi eld the European-developed, air shows. Deals included 269 A320 and that previously prevented refueling of air-breathing, beyond-visual-range air- 150 737-family aircraft. the heavy airlifter. to-air missile. China Aircraft Leasing Corp. and Boeing has promised to create 2,000 A Qinetiq/Thales team is of ering investor Friedmann Pacifi c have jobs in the U.K. after it ordered nine Textron Airland’s Scorpion trainer/ signed a preliminary order for 60 P-8A maritime patrol aircraft and 50 light-attack aircraft for the U.K.’s 15- Comac ARJ21-700s to be operated by AH-54E attack helicopters in Foreign year, £1.2 billion Air Support to Defense an Indonesian airline purchased by Military Sales deals valued at £3 billion Operational Training program to pro- Friedmann Pacifi c. Swedish regional ($3.8 billion) and £1.78 billion, respec- vide adversary and electronic-warfare aircraft leasing company Rockton has tively. Boeing will build a £100 million live fl ying training. signed a letter of intent for 10 fi rm and training and support facility at RAF 10 option Mitsubishi MRJ90s. Lossiemouth, Scotland, the P-8 main General Atomics Aeronautical Sys- operating base (page 26). tems is preparing to fl y its Improved Hungary’s Wizz Air placed orders and options for up to 432 Pratt & General Electric and Pratt & Whit- Whitney PW1100G geared turbofans ney have each been awarded $1 billion for its future fl eet of Airbus A321 neos in U.S. Air Force contracts to build and at the Farnborough Airshow that ground-test 45,000-lb.-thrust-class also saw Pratt book commitments for variable-cycle combat engines begin- PW1100Gs and V2500s to power 337 ning in 2019 under the Adaptive Engine aircraft and rival CFM International Transition Program (page 34). for Leap 1s to power 581 airliners.

China’s Avic Y-20 four-turbofan Boeing is studying a further stretch airlifter has entered service. In the of the 777X twinjet. The 406-passen- same weight class as Russia’s Ilyushin GENERAL ATOMICS AEROSPACE SYSTEMS ger 777-9X is scheduled to enter service Avenger turbofan-powered Predator in 2020 and the shorter, 355-seat -8X variant in September. Wingspan is in 2022. Boeing is not specifying how extended by 10 ft. to 76 ft. The Avenger large the extended version, dubbed the now has FAA experimental certifi ca- -10X, would be (page 22). tion, allowing routine fl ights in national airspace. Sukhoi has started development of a stretched, 120-seat variant of the COMMERCIAL AVIATION Superjet SSJ100, requiring a new wing with a higher aspect ratio. A “throttle INTERNATIONAL AVIATION Airbus is to cut production of the push” to 18,000-lb. thrust on the Il-76, the Y-20 fi rst few in 2013. Kawa- A380 to one a month in 2018, from Powerjet SaM146 engines will provide saki has begun deliveries of the C-2 2.5, as it tries to keep the program enough power, says Sukhoi. twin-turbofan airlifter to the Japan alive in the face of poor orders and Air Self-Defense Force. First fl own in a dwindling backlog. CEO Fabrice ATR is proposing to fi rst reengine 2010, the C-2 is in the same class as the Bregier says the lower rate will meet the ATR 72, then develop a new Airbus A400M (page 32). current demand, while giving Airbus 100-seater as the regional-turboprop

10 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p10-11.indd 10 7/14/16 7:20 PM First Take For the latest, go to AviationWeek.com

QUOTED two years to fi nd new orders (page 20). manufacturer tries to reconcile the “There is not a cent of subsidy dif ering views of its owners—Airbus in this government intervention.” Moscow and Beijing have endorsed favors reengining while Leonardo development of a Russian-Chinese wants a bigger aircraft. —QUEBEC PREMIER widebody airliner in an equal partnership between United Aircraft Corp. The fi rst scheduled passenger PHILIPPE COUILLARD, and Comac. Preliminary design of the services to Havana from the U.S. will asserting that a $1 billion investment for a aircraft, broadly comparable with the be spread thinly. The Transportation 49% stake in Bombardier’s C Series program Airbus A330 and for service in the mid- Department tentatively award ed the 20 complies with World Trade Organization rules. 2020s, has been underway since 2014 daily fl ights available to eight airlines: (page 24). Alaska, American, Delta, Frontier, Jet- U.S. AIR FORCE/PAUL WEATHERMAN Blue, Southwest, Spirit and United. Digital Extra Read Editor-in-Chief At the Farnborough International Joe Anslemo’s full interview DEFENSE Airshow on July 11-14, Airbus an- Qatar Airways is buying 49% of with Philippe Couillard: nounced orders and commitments for Sardinian carrier Meridiana and a AviationWeek.com/CouillardQA Boeing’s KC-46A tanker has suc- The Swedish air force has declared 279 aircraft with a list-price value of 10% stake in South American airlines PARTI LIBERAL QUEBEC cessfully refueled a Boeing C-17 after initial operating capability with the $35 billion, and Boeing for 182 aircraft group LATAM Airlines, continuing the installation of hydraulic pressure-relief MBDA Meteor on its Saab JAS 39C/D valued at $26.8 billion, business totals Gulf carrier’s strategy of acquiring mi- Avic/Russian Helicopters’ Ad- Aerospace Media Awards for Avia- valves in the telescoping boom to allevi- Gripen fi ghters, making it the fi rst air down signifi cantly from recent major nority holdings in large international vanced Heavy Lifter (AHL) will be tion Week & Space Technology’s 100-year ate higher-than-expected axial loads arm to fi eld the European-developed, air shows. Deals included 269 A320 and airlines (page 25). an almost entirely Chinese product, online archive, Amy Hillis’s cover story that previously prevented refueling of air-breathing, beyond-visual-range air- 150 737-family aircraft. according to an agreement between on the Space-Based Infrared Satel- the heavy airlifter. to-air missile. SPACE Beijing and Moscow. The program will lite system and David Esler’s work on China Aircraft Leasing Corp. and be managed by Avic. Russian Helicop- international medevac operations in Boeing has promised to create 2,000 A Qinetiq/Thales team is of ering investor Friedmann Pacifi c have The U.S. Navy’s MUOS-5 mobile com- ters will develop certain subsystems Business & Commercial Aviation. jobs in the U.K. after it ordered nine Textron Airland’s Scorpion trainer/ signed a preliminary order for 60 munications satellite is stuck in an on contract but not build them. The P-8A maritime patrol aircraft and 50 light-attack aircraft for the U.K.’s 15- Comac ARJ21-700s to be operated by intermediate orbit after an undisclosed 38-metric-ton AHL is expected to be Aviation Week Senior Editor Guy AH-54E attack helicopters in Foreign year, £1.2 billion Air Support to Defense an Indonesian airline purchased by anomaly halted its scheduled transfer certifi ed by 2025. Norris has been made a fellow of the Military Sales deals valued at £3 billion Operational Training program to pro- Friedmann Pacifi c. Swedish regional to geosynchronous orbit following U.K.’s Royal Aeronautical Society. ($3.8 billion) and £1.78 billion, respec- vide adversary and electronic-warfare aircraft leasing company Rockton has launch on June 24. The fi fth Lockheed AWARDED Based in Los Angeles, Norris has re- tively. Boeing will build a £100 million live fl ying training. signed a letter of intent for 10 fi rm and Martin-built MUOS is intended as an ported on aerospace for more than 30 training and support facility at RAF 10 option Mitsubishi MRJ90s. on-orbit spare. The Aviation Week Network has won years, joining Aviation Week in 2007. Lossiemouth, Scotland, the P-8 main General Atomics Aeronautical Sys- operating base (page 26). tems is preparing to fl y its Improved Hungary’s Wizz Air placed orders ROTORCRAFT 16 YEARS AGO and options for up to 432 Pratt & IN AVIATION WEEK General Electric and Pratt & Whit- Whitney PW1100G geared turbofans ney have each been awarded $1 billion for its future fl eet of Airbus A321 neos Airbus and Boeing announced in U.S. Air Force contracts to build and at the Farnborough Airshow that $30 billion worth of airliner or- ground-test 45,000-lb.-thrust-class also saw Pratt book commitments for ders at the 2000 Farnborough variable-cycle combat engines begin- PW1100Gs and V2500s to power 337 Airshow, as Airbus officials said ning in 2019 under the Adaptive Engine aircraft and rival CFM International they would launch development Transition Program (page 34). for Leap 1s to power 581 airliners. of the “A3XX mega-transport”— later known as the A380—within China’s Avic Y-20 four-turbofan Boeing is studying a further stretch six months (the launch came in December 2000). International airlifter has entered service. In the of the 777X twinjet. The 406-passen- Lease Finance Corp.’s signing of GENERAL ATOMICS AEROSPACE SYSTEMS ger 777-9X is scheduled to enter service TURKISH AEROSPACE INDUSTRIES same weight class as Russia’s Ilyushin a commitment for five A3XXs “is Turkish Aerospace Industries has Avenger turbofan-powered Predator in 2020 and the shorter, 355-seat -8X ranked by Airbus’s top executives variant in September. Wingspan is in 2022. Boeing is not specifying how cut metal for the fi rst prototype of its as a milestone in the program’s extended by 10 ft. to 76 ft. The Avenger large the extended version, dubbed the 5-6 metric-ton (11,000-13,000-lb.) twin- preparations,” wrote Aviation now has FAA experimental certifi ca- -10X, would be (page 22). engine indigenous utility helicopter. Week’s Pierre Sparaco. Airbus’s tion, allowing routine fl ights in national The program was formally launched in bullish forecast saw demand airspace. Sukhoi has started development of 2013, and the LHTEC T800-powered for 1,200 500-plus-seat aircraft a stretched, 120-seat variant of the aircraft is not due to fl y until 2018. during the next 20 years, plus COMMERCIAL AVIATION Superjet SSJ100, requiring a new wing another 300 all-cargo derivatives. with a higher aspect ratio. A “throttle The fi rst prototype Bell 525 super- Boeing’s analysts countered that INTERNATIONAL AVIATION Airbus is to cut production of the push” to 18,000-lb. thrust on the medium helicopter crashed on demand would total less than 500 Il-76, the Y-20 fi rst few in 2013. Kawa- A380 to one a month in 2018, from Powerjet SaM146 engines will provide July 6, killing both crewmembers. aircraft over two decades—and saki has begun deliveries of the C-2 2.5, as it tries to keep the program enough power, says Sukhoi. The fl y-by-wire helicopter was on a they appear to have been closer Find and read the issue of Aviation twin-turbofan airlifter to the Japan alive in the face of poor orders and test fl ight from Bell’s Xworx facility in to the mark. Sixteen years later, Air Self-Defense Force. First fl own in a dwindling backlog. CEO Fabrice ATR is proposing to fi rst reengine Arlington, Texas. Three aircraft had Airbus has taken orders for 319 Week from the week you were born: 2010, the C-2 is in the same class as the Bregier says the lower rate will meet the ATR 72, then develop a new completed about 300 hr. of fl ight test- A380s, with 190 in operation. archive.aviationweek.com Airbus A400M (page 32). current demand, while giving Airbus 100-seater as the regional-turboprop ing when the accident occurred.

10 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 11

AW_07_18_2016_p10-11.indd 10 7/14/16 7:20 PM AW_07_18_2016_p10-11.indd 11 7/14/16 7:20 PM Going Concerns By Michael Bruno

Senior Business Editor Michael Bruno blogs at: AviationWeek.com/ares [email protected]

commentary increases. If trafc falls to 4%, there could be a surplus of more than 1,000 aircraft. “Airlines can address the Throttling Back oversupply by stepping up retire- ments or deferring new aircraft deliveries,” RBC says, “and that Trends bode ill for aerospace manufacturing calculus could be very diferent in hen it comes to aerospace business activity, is it straight and a $50 [per-barrel oil environment], W post-Brexit situation than what we level, or storm clouds ahead? Either way, halfway through saw in prior periods of softer airline 2016, one thing is sure: Analysts and consultants say the rip-roar- trafc demand.” ing sentiment of recent years will be absent the rest of the year. Yet not everyone thinks the airliner backlog is under serious threat. While Global Commercial Aerospace Index Performance orders for new, large commercial (quarterly year-over-year percent change) aircraft have slowed during the frst 20% half of 2016, the airframers’ historic backlogs remain solid, consulting 15 group Deloitte notes. “There is no 10 bubble,” says A&D Vice Chairman Tom Captain. 5 A Deloitte study examined the credit agency ratings of 215 airlines 0 that ordered everything from the -5 Bombardier C Series to the Airbus Actual Forecast A380. The conclusion: Even a “severe” -10 recession would lead to no more than 2010 2011 2012 2013 2014 2015 2016 2017 11.6% of the backlog becoming at risk Source: Accenture of deferral or cancellation. Even so, According to reports released to slowed, with second-quarter compari- there would still be the equivalent of Aviation Week ahead of the Farnbor- sons expected to be down 0.3% when 8.4 years’ worth of work. By compari- ough Airshow, observers say the sec- the fnal data are calculated. son, during the global fnancial crisis tor is easing of the proverbial throttle Accenture believes commercial of 2008-09, just 5.4% of the same in business activity. Those sentiments aerospace demand will remain backlog evaporated. could be confrmed in coming weeks relatively fat for 2016 and “slightly” Still, Deloitte’s study does not look as public companies report their latest pick up momentum in 2017, driven by at regional jets, and it does not scru- quarterly or midyear fnancial results. the Asia-Pacifc and North American tinize individual backlogs by OEMs. Underpinning lower expectations markets (see graph). It also does not consider the business are: Britain’s “Brexit” vote to leave the Still, fnancial analysts at RBC cases of the competing airlines. But EU, pending U.S. elections, oil prices Capital Markets note in their Airline it does ofer other clues. For example, fnding a new and higher price foor, a Scorecard that commercial passenger backlog from the Asia-Pacifc region, strengthening U.S. dollar and forecasts trafc, load factors and share prices where Airbus has outsold Boeing, of slowing gross domestic product re- have all dropped recently. These bode is the shakiest, with 24% of orders sults from leading national economies. ill for aerospace manufacturing in the classifed as “vulnerable.” By contrast, “While many are bullish on the near term. “We’ve now had sub-5% just 5.5% of the North American aerospace market, there are immedi- trafc growth for two consecutive backlog, and virtually none from the ate headwinds that are tempering months—and this is before the impact Middle East, is rated “vulnerable.” gains made over the past few years,” of Brexit, any response to the [June] Furthermore, leasing companies ac- says John Schmidt, global managing terror attack on Istanbul [Ataturk] count for less than one-quarter of the director of Accenture’s A&D practice. Airport, and less ticket-price stimulus, backlog, but just 6.3% of their orders Beyond macroeconomic and geopo- given the rally in crude,” RBC says. are rated “vulnerable,” while 27.3% litical factors, Schmidt’s shop also sees “The continued slippage in load factors of orders from low-cost carriers are a fattening of the business cycle— would also suggest that airline capacity considered at risk. which, for better or worse, confrms an growth remains higher than underly- Regardless, Captain says Airbus argument made by major OEMs like ing demand, and . . . some airlines [are] and Boeing plans to ramp up produc- Airbus. They have claimed the histori- trimming their capacity growth plans.” tion should not be a worry. “There’s cal up-and-down nature of aerospace According to RBC, manufacturers a fairly even match between the business is history. Accenture concurs rely on 4.5-5% trafc and capacity number of seats being pushed into in the abstract, saying commercial growth through this decade to justify capacity versus what the demand is aerospace growth year to year has their planned best-case build-rate for air travel,” he says. c

12 AviAtion Week & SpAce technology/JUly 18-31, 2016 aviationWeek.com/awst

AW_07_18_2016_p12.indd 12 7/12/16 12:26 PM Going Concerns By Michael Bruno Up Front By Richard Aboulafa Contributing columnist Senior Business Editor Richard Aboulafa is Michael Bruno blogs at: vice president of analysis AviationWeek.com/ares at Teal Group. He is [email protected] based in Washington. commentary increases. If trafc falls to 4%, there COMMENTARY vulnerable to production cuts. These could be a surplus of more than 1,000 include Boeing 777s and 737NGs and aircraft. “Airlines can address the Airbus A330s. For Airbus and Boeing, Throttling Back oversupply by stepping up retire- The Iran Illusion the possible orders ofer a strong mes- ments or deferring new aircraft sage to investors who are concerned deliveries,” RBC says, “and that the industry has peaked. Trends bode ill for aerospace manufacturing calculus could be very diferent in Why Airbus and Boeing may be But more than this, the order hen it comes to aerospace business activity, is it straight and a $50 [per-barrel oil environment], chasing fool’s gold announcements give everyone else W post-Brexit situation than what we involved exactly what they want. The level, or storm clouds ahead? Either way, halfway through saw in prior periods of softer airline nless the Farnborough Iranian government wants to leverage 2016, one thing is sure: Analysts and consultants say the rip-roar- trafc demand.” UAirshow sees a cloudburst commercial opportunities for West- ing sentiment of recent years will be absent the rest of the year. Yet not everyone thinks the airliner ern companies as a way of gaining backlog is under serious threat. While of unanticipated orders, the negotiating power, both in the nuclear Global Commercial Aerospace Index Performance orders for new, large commercial large jetliner industry will have agreement and subsequent negotia- (quarterly year-over-year percent change) aircraft have slowed during the frst its frst year since 2009 with tions. At last year’s Paris Air Show, 20% half of 2016, the airframers’ historic Abbas Akhoundi, Iran’s transport backlogs remain solid, consulting a book-to-bill ratio lower than minister, said the country needs more 15 group Deloitte notes. “There is no 1-1. Through June, there were than 400 jets worth $20 billion. This

10 bubble,” says A&D Vice Chairman fewer than 450 net Airbus and SEAN D’SILVA/WIKIMEDIA has since increased to “400-500” jets. Tom Captain. Therefore, politicians in the West 5 A Deloitte study examined the Boeing orders. For an industry addicted to ever-higher record who are in favor of the nuclear deal get credit agency ratings of 215 airlines production rates and an average book-to-bill ratio of 1.8-1 in 2010- what they want by taking credit for 0 that ordered everything from the 15, this is a troubling development, particularly with global politi- these commercial sales, linked as they -5 Bombardier C Series to the Airbus cal and economic uncertainty looming in the background. are to the nuclear agreement. A U.S. Actual Forecast A380. The conclusion: Even a “severe” State Department spokesman said -10 recession would lead to no more than In this context, two large Iranian state-run or state-controlled business- the agreement allows “civil aviation 2010 2011 2012 2013 2014 2015 2016 2017 11.6% of the backlog becoming at risk jetliner orders would be very welcome es, Iranian airlines simply do not have companies, including American com- Source: Accenture of deferral or cancellation. Even so, news. In January, Airbus announced the service, global reach or brands panies, to pursue legitimate commerce According to reports released to slowed, with second-quarter compari- there would still be the equivalent of an agreement for Iran to purchase 118 needed to compete with the Gulf car- with Iran,” which is good “for both the Aviation Week ahead of the Farnbor- sons expected to be down 0.3% when 8.4 years’ worth of work. By compari- jets; in June, Boeing concluded a deal riers. Iran’s civil aviation industry also economy and for public safety.” ough Airshow, observers say the sec- the fnal data are calculated. son, during the global fnancial crisis to sell it about the same number. But has an appalling safety record. Republicans eager to criticize the tor is easing of the proverbial throttle Accenture believes commercial of 2008-09, just 5.4% of the same there are strong reasons to doubt that Financing the new Iranian jets is Obama administration get what they in business activity. Those sentiments aerospace demand will remain backlog evaporated. Iran will ride to the industry’s rescue a major problem as well. While the want, too. Right after last month’s could be confrmed in coming weeks relatively fat for 2016 and “slightly” Still, Deloitte’s study does not look this year—or anytime soon. post-sanctions windfall of released sale, Reps. Jeb Hensarling (R-Texas) as public companies report their latest pick up momentum in 2017, driven by at regional jets, and it does not scru- Consider Iran’s aviation industry assets will help, there are many com- and Peter Roskam (R-Ill.) wrote in a quarterly or midyear fnancial results. the Asia-Pacifc and North American tinize individual backlogs by OEMs. in a broader regional context. Since peting priorities. Low oil prices mean letter to Boeing: “American compa- Underpinning lower expectations markets (see graph). It also does not consider the business 1990, Middle East trafc has grown the government is running a serious nies should not be complicit in weap- are: Britain’s “Brexit” vote to leave the Still, fnancial analysts at RBC cases of the competing airlines. But from 30.8 billion revenue passenger defcit. And third-party fnanciers— onizing the Iranian Regime.” EU, pending U.S. elections, oil prices Capital Markets note in their Airline it does ofer other clues. For example, miles to more than 400 billion today, essential to the jetliner business Finally, consider presidential fnding a new and higher price foor, a Scorecard that commercial passenger backlog from the Asia-Pacifc region, according to The Airline Monitor. The everywhere else—may decide that candidate Donald Trump’s position strengthening U.S. dollar and forecasts trafc, load factors and share prices where Airbus has outsold Boeing, total Middle East commercial feet funding jets for Iran means unaccept- on these orders. In February, after the of slowing gross domestic product re- have all dropped recently. These bode is the shakiest, with 24% of orders expanded to over 1,600 today from able risks. Imagine trying to repossess Airbus order announcement, he told a sults from leading national economies. ill for aerospace manufacturing in the classifed as “vulnerable.” By contrast, 242 jets in 1990. a jet in Iran, which is not a Capetown CNN town hall meeting: “They bought “While many are bullish on the near term. “We’ve now had sub-5% just 5.5% of the North American But Iran is a backwater here. Once Convention signatory. 118 Airbus planes, not Boeing planes. aerospace market, there are immedi- trafc growth for two consecutive backlog, and virtually none from the its feet was the most important in Iran’s jetliner requirements could They’re spending all of their money ate headwinds that are tempering months—and this is before the impact Middle East, is rated “vulnerable.” the region. Iran Air famously even be real, but only if Tehran also agreed in Europe. . . It’s so unfair and it’s so gains made over the past few years,” of Brexit, any response to the [June] Furthermore, leasing companies ac- ordered the Concorde. Despite strong to reform its miserable state-owned incompetent. . . . We’re handing over says John Schmidt, global managing terror attack on Istanbul [Ataturk] count for less than one-quarter of the population growth though, Iranian economy, create private-sector $150 billion. We get nothing.” But in director of Accenture’s A&D practice. Airport, and less ticket-price stimulus, backlog, but just 6.3% of their orders carriers transport a tiny fraction of airlines and adhere to international June, after the Boeing order announce- Beyond macroeconomic and geopo- given the rally in crude,” RBC says. are rated “vulnerable,” while 27.3% this trafc. The country has about fnance norms. There are no plans ment, his campaign issued a press litical factors, Schmidt’s shop also sees “The continued slippage in load factors of orders from low-cost carriers are 150 operational transports, more to do anything like this. So it is likely release stating: “The world’s largest a fattening of the business cycle— would also suggest that airline capacity considered at risk. than one-third of which are smaller most Iranian international trafc will state sponsor of terror would not have which, for better or worse, confrms an growth remains higher than underly- Regardless, Captain says Airbus regional types. continue to fy on other countries’ been allowed to enter into these nego- argument made by major OEMs like ing demand, and . . . some airlines [are] and Boeing plans to ramp up produc- Iran’s international trafc is airlines. tiations with Boeing without Clinton’s Airbus. They have claimed the histori- trimming their capacity growth plans.” tion should not be a worry. “There’s increasingly routed through the Despite all this uncertainty, the two disastrous Iran Nuclear Deal.” cal up-and-down nature of aerospace According to RBC, manufacturers a fairly even match between the nearby Gulf state carriers. Etihad jetliner primes are eager to tout these Clearly, everyone gets what they business is history. Accenture concurs rely on 4.5-5% trafc and capacity number of seats being pushed into Airways, Qatar Airways and most of orders as frm, particularly since they want from these illusory Iranian jet- in the abstract, saying commercial growth through this decade to justify capacity versus what the demand is all Emirates have taken the bulk of the include current-generation jetliners liner orders. Even when they have no aerospace growth year to year has their planned best-case build-rate for air travel,” he says. c region’s feet and trafc growth. As that are most proftable but most clue what that is. c

12 AviAtion Week & SpAce technology/JUly 18-31, 2016 aviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 13

AW_07_18_2016_p12.indd 12 7/12/16 12:26 PM AW_07_18_2016_p13.indd 13 7/8/16 4:43 PM Inside Business Aviation By William Garvey Business & Commercial Aviation Editor-in-Chief William Garvey blogs at: AviationWeek.com [email protected]

14 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p14.indd 14 7/8/16 4:37 PM Inside Business Aviation By William Garvey ADVERTISEMENT Business & Commercial Aviation Editor-in-Chief William Garvey blogs at: AviationWeek.com [email protected]

COMMENTARY with MedAire-created emergency kits. Indeed, it was in part due to Garrett’s testimony that the FAA now requires The Doctor Is In aircraft weighing more than 7,500 lb. and crewed by at least one fight atten- dant to be equipped with an approved The making of a 24/7 ‘everywhere’ ER automated external defbrillator and f all the participants converging on Rio de Janeiro for the enhanced emergency medical kit. O Since medical emergencies can be the Summer Olympics, the winged insect Aedes aegypti the direct result of an unexpected has the special attention of Paulo Alves and his team head- event while traveling—anything from Air Canada’s award-winning fleet quartered in Phoenix. a car accident to a passenger mug- ging or assaults on crews—MedAire The global medical director for expanded its coverage to include Aviation for MedAire, cardiologist Dr. security assessments, alerts and finds success with ExxonMobil Alves is busy felding questions from protection globally. Business jets and travelers regarding the mosquito most yachts are “fashy things” that can frequently associated with transmit- draw unwelcome attention in parts of In the highly competitive airline industry, the key to any “The ExxonMobil team also challenges us successful, long-term business partnership is trust. ting the Zika virus so concerning to the world, Dolny notes. to consider new approaches that can help us athletes and others. He was sought out by a customer at And for nearly 15 years, Air Canada, a member of the To protect oneself, he advises the National Business Aviation Associ- Star Alliance, has trusted ExxonMobil as its primary reach our performance goals.” remaining indoors if practicable, and ation (NBAA) convention last Novem- when going out wearing long-sleeve ber. The European charter operator’s lubricant supplier. — Oleksii Lyeshchyner, power plant engineer at Air Canada shirts and applying a DEET-based re- crew had been attending a meeting According to Oleksii Lyeshchyner, power plant engineer pellent. Alternately, avoid areas where near their Beirut hotel just days at Air Canada, there are a few reasons why this “I’d say that within the next 10 to 15 years, we will see Zika is endemic, a course of action MEDAIRE PHOTOS earlier when a pair of suicide bombers partnership with ExxonMobil makes business sense. likely to be followed by some MedAire nected with an emergency room (ER) exploded backpacks nearby, killing 43 Mobil Jet Oil 387 become the main jet turbine oil for clients, who include business aircraft doctor for advice (see photo above). people and injuring 200. The operator “ExxonMobil has consistently delivered the right our industry,” Lyeshchyn er said. operators, yacht owners and airlines. According to MedAire, 80-90% of contacted MedAire for help. Within an lubricant solutions, expertise and ongoing support Based on its favorable results so far, Air Canada is MedAire was created, in part, to the events are resolved in fight, but hour, company security personnel in we’ve needed to help optimize the performance of our help customers recognize a health risk when conditions warrant, the doctor Dubai briefed the pilots on the evolving evaluating its use fleetwide. fleet,” Lyeshchyner said. “The ExxonMobil team also in advance of traveling and then work may advise the fight crew to land as situation and recommended a safe “Our maintenance and engineering teams have been challenges us to consider new approaches that can help to mitigate or avoid it. Its services soon as possible—something busi- route to the airport. The charter crew impressed with Mobil Jet Oil 387’s performance thus expanded early to include addressing ness aircraft can more easily do than made it home without incident, and the us reach our performance goals.” far,” said Joshua Vanderveen, manager of propulsion medical emergencies in fight and later an airliner. By the time the aircraft operator wanted to say “thanks.” As a leader in aviation lubricant technology, ExxonMobil grew to address personal security touches down, MedAire staf will have Today, roughly half of MedAire’s engineering at Air Canada. constantly looks for ways to help Air Canada optimize the risks around the world. alerted the fxed base operation or 200 interactions with business avia- Looking ahead, Vanderveen is confident that Mobil Jet performance of its fleet, which today serves 200 airports Founded in 1985, MedAire was the airline and local medical providers of tion customers each month involve Oil 387 — and ExxonMobil’s technical expertise — will brainchild of Joan Sullivan the circumstances. security matters, typically pre-trip and transports more than 41 million passengers annually. Garrett (see photo, right). Soon after MedLink briefngs about destinations. continue to play a pivotal role in helping Air Canada That’s why, when ExxonMobil recommended A critical-care registered went live, a passenger- The company regularly updates the accomplish its maintenance objectives. Mobil Jet™ Oil 387 — its most advanced, synthetic jet fight nurse with the in-distress call came in health and security risks in the 250 By minimizing engine repair and maintenance Samaritan Health System, from an American Trans most frequented sites worldwide. engine High Performance Capability (HPC) oil — costs, Mobil Jet Oil 387 helps keep more flights on her experience helping Air fight that was over In 2008, MedAire became a part Air Canada pursued an aggressive testing program track, which helps Air Canada deliver on its mission patients in desert areas the mid-Atlantic at the of International SOS, an umbrella with the oil. convinced her of the need time. ER Dr. Robert Baron organization with over 250 company to provide customers with a reliable experience. for providing emergency felded the call, diagnosed afliates that provide medical assis- Over the past four years, Air Canada has worked side by medical care to people in a heart attack was in prog- tance, security, evacuation, travel and side with ExxonMobil’s aviation experts in conducting remote locations. ress and recommended consulting services and that operates commercial flight tests with Mobil Jet Oil 387 on a Initially, she provided that the airliner divert. It 27 assistance centers worldwide. number of leading engine technologies, including GE training to business aviation pilots did, and the passenger survived. Meanwhile, Nurse Garrett continues Aviation’s CF6 and CF34 engines, and Pratt & Whitney’s and fight attendants in handling The number of infight calls grew as MedAire’s chairman, celebrated for PW4000 models. infight illness and injury. Then in steadily as more business fight turning a good idea into a global reality. 1987, with a $22,500 investment by departments and airlines signed on. She has been a board member of both More than 60,000 hours of extensive flight tests Samaritan, she created MedLink, now According to CEO Bill Dolny, MedAire the NBAA and Flight Safety Founda- on both the CF6 and CF34 engines showed that a key feature of MedAire. It is a com- receives more than 7,000 infight medi- tion and has received numerous pres- Mobil Jet Oil 387 jet engine oil was able to deliver munications link whereby fight crews cal calls a month, most from airlines tigious awards for her work. Beyond outstanding engine cleanliness while also providing can call during an infight medical due to their higher passenger count. that, she’s a truly lovely person. Hers is situation and be immediately con- Customer aircraft are equipped a gold medal career. c exceptional seal compatibility.

© 2016 Exxon Mobil Corporation. All rights reserved. 14 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its affiliates unless otherwise noted.

AW_07_18_2016_p14.indd 14 7/8/16 4:37 PM 607AWB15.indd 1 7/8/2016 9:53:05 AM Airline Intel By Jens Flottau Follow Managing Editor for Civil Aviation Jens Flottau on Twitter @AirFlottau [email protected]

commentary sizing of average unit capacity. The new midsize aircraft is not only about flling the niche created by the discon- Voice of the Customer tinuation of the Boeing 757; airlines go far beyond that narrow application in their planning. Airlines defne their MOM requirements in a joint But Boeing or any other manufacturer may not choose that route be- Aviation Week/Bank of America Merrill Lynch study cause there would be a clear danger of cannibalizing existing aircraft families. In Boeing’s family, oeing believes there is a Number of Seats Preferred by Operators Bbig market for a new air- defnition work will all depend Interested in MOM Aircraft on how it sees the 737’s future. craft in the space between the No response The company could assume 10 (3%) current Boeing-Airbus narrow Less than 150 seats that, with average aircraft body families and the smallest 49 (13%) size increasing anyway, the 150-199 seats new design could over time 350 or more seats 174 (46%) widebodies. What has not been 8 (2%) become its smallest ofer- determined is the size and 300-349 seats ing as 737 production slowly performance characteristics 4 (1%) decreases. Or Boeing could conclude that the current 737 of that so-called middle-of-the- 250-299 seats 30 (8%) will be succeeded in its own market (MOM) aircraft. segment with the midsize aircraft. Now, a joint survey of airlines and 200-249 seats That second path would 102 (27%) air cargo carriers by Bank of America require a massive capital Merrill Lynch and Aviation Week/ Based on 377 positive responses of airlines and air cargo operators investment, which would be Sources: BofA Merril Lynch Global Research, Aviation Week Penton Research provides some clues challenging, given all of Boe- about what airlines want in a new ing’s other burdens—recovery aircraft, be it from Boeing, Airbus or airlines merely want more passenger of 787 development costs, plus 737 a new player in that segment. Some capacity; others want range, and some MAX and 777X development. The of the results are surprising and show want both. midsize aircraft would likely have to how technologically challenging such Also, almost half of the airlines sur- be developed as a family of diferent a project would be for a manufacturer veyed that would buy a MOM aircraft versions to satisfy as many airline and launching an aircraft in the category. have defned their preferred two-class lessor demands as possible. First surprise: Airlines, traditionally seating capacity as being 150-199 seats. But who says Boeing will be the conservative when it comes to innova- Only 27% want 200-249 seats and one to build an aircraft in that seg- tions that are challenging to much of many fewer want even larger aircraft. ment? Airbus will soon be much less their operational status quo, seem to Given the level of demand for a constrained in terms of spending: The be prepared to reintroduce widebodies smaller jet, developing just a shrunk- A350-900 is already in service, and the into medium-haul fying. Sixty percent en version of an aircraft optimized for -1000 will follow next year. Investment of the carriers participating in the sur- larger capacity won’t be good enough. on a possible stretch will likely be more vey would consider ordering a small Much investment would likely have incremental, and most of the work on widebody, provided it fts into existing to go into it to ensure that key design the A320neo family is also behind it. airport gate infrastructure. features such as wings, empennage Then again, Airbus probably The limitation at many airports is and engines ft its size and are opti- already has what comes closest to wingspan: A new aircraft cannot be mized for the segment. airline requirements in that part of much wider than an Airbus A320 or The fact that so many airlines are the market, the A321neo and A330neo. Boeing 737 if it is to use narrowbody interested in an aircraft with fewer Why would it risk making them obso- gates. And wingspan is defned in part than 200 seats makes clear that many lete unless absolutely necessary? by the range requirement, which leads ultimately consider the MOM aircraft But airlines are clearly showing to the next challenge: Of the airlines a replacement for Boeing 737 or A320 their interest: 89% of airlines and air interested in buying a MOM jet, 22% feets, and not only a model for a new cargo operators surveyed said they would need a range of 4,000-5,000 segment. In fact, only 18% of airlines would buy a MOM aircraft. And 82% nm, 24% 3,000-3,999-nm range and responded that they would use such of those that are interested can imag- another 23% only 2,000-2,999 nm. a jet to open new markets as a pure ine buying it before 2023. c That wide spread of range require- addition to their feets, while most ments is a major issue for aircraft cited replacement (35%) or some Gallery See more results from the designers. A signifcant number of combination of upgauging or down- survey: aviationWeek.com/momSurvey

16 AviAtion Week & SpAce technology/JUly 18-31, 2016 aviationWeek.com/awst

AW_07_18_2016_p16.indd 16 7/14/16 7:24 PM Airline Intel By Jens Flottau Leading Edge By Graham Warwick Follow Managing Editor Follow Managing Editor for Civil Aviation Jens Flottau for Technology Graham Warwick @AirFlottau on Twitter on Twitter @TheWoracle [email protected] [email protected] commentary sizing of average unit capacity. The COMMENTARY The bulk of the delays came before new midsize aircraft is not only about the fi rst of two LCA technology dem- flling the niche created by the discon- onstrators fl ew in 2001—18 years Voice of the Customer tinuation of the Boeing 757; airlines go Work in after launch compared with seven far beyond that narrow application in years for the IDF, fi ve for the T-50 their planning. and four for the Chengdu FC-1/JF-17.

Airlines defne their MOM requirements in a joint But Boeing or any other manufac- Progress AGENCY DEVELOPMENT AERONAUTICAL But the pace did not pick up much. turer may not choose that route be- India fl ew another 12 prototype Aviation Week/Bank of America Merrill Lynch study cause there would be a clear danger of and preproduction aircraft before cannibalizing existing aircraft achieving limited initial operational families. In Boeing’s family, clearance (IOC) in 2013. oeing believes there is a Number of Seats Preferred by Operators Bbig market for a new air- defnition work will all depend How does it compare? The Tejas Interested in MOM Aircraft on how it sees the 737’s future. ticks the boxes for a modern fi ghter: craft in the space between the No response The company could assume digital fl y-by-wire, multimode radar, 10 (3%) current Boeing-Airbus narrow Less than 150 seats that, with average aircraft B for ef ort, B for capability, but India’s composite structures. The aircraft body families and the smallest 49 (13%) size increasing anyway, the has a U.S. engine and Israeli radar, 150-199 seats new design could over time versus Russian and Chinese, respec- 350 or more seats 174 (46%) Tejas could develop into an A-grade fi ghter widebodies. What has not been 8 (2%) become its smallest ofer- tively, in the JF-17. However, the Tejas determined is the size and 300-349 seats ing as 737 production slowly is overweight, with a similar empty performance characteristics 4 (1%) decreases. Or Boeing could ore than 30 years in development, India’s fi rst two Tejas weight to the JF-17 but for a smaller conclude that the current 737 Mlight fi ghters entered air force service on July 1. The Tejas aircraft. It is underpowered on its of that so-called middle-of-the- 250-299 seats 30 (8%) will be succeeded in its own Mk. 1 is late and falls short of its requirements. But it has creat- 19,000-lb.-thrust F404-IN20, so speed, market (MOM) aircraft. segment with the midsize acceleration and maneuverability fall aircraft. ed an industrial ecosystem better positioned to deliver planned short of specifi cation. Insuf cient Now, a joint survey of airlines and 200-249 seats That second path would internal fuel capacity limits its range . 102 (27%) upgrades and future aircraft than India had three decades ago. air cargo carriers by Bank of America require a massive capital The Tejas Mk. 1 does not yet have Merrill Lynch and Aviation Week/ Based on 377 positive responses of airlines and air cargo operators investment, which would be The Tejas is usually compared with established the Aeronautical Develop- full operational capability (FOC), Sources: BofA Merril Lynch Global Research, Aviation Week Penton Research provides some clues challenging, given all of Boe- regional rival Pakistan’s JF-17 Thun- ment Agency to bring together Indian which adds infl ight refueling and a about what airlines want in a new ing’s other burdens—recovery der, the product of a Chinese indus- industry and institutions, with Das- new radome to increase radar range. aircraft, be it from Boeing, Airbus or airlines merely want more passenger of 787 development costs, plus 737 try now on its fi fth generation of jet sault as an early advisor. FOC is hoped for by 2020, when the a new player in that segment. Some capacity; others want range, and some MAX and 777X development. The fi ghter. Technically, perhaps the best Aircraft development does not go full complement of 40 Mk. 1s is sched- of the results are surprising and show want both. midsize aircraft would likely have to benchmark is against the products fast in India, but the Tejas program uled to be delivered. The IOC Mk. 1 is how technologically challenging such Also, almost half of the airlines sur- be developed as a family of diferent of other industries new to building has been painfully slow. Taiwan’s armed with Russian R73E short-range a project would be for a manufacturer veyed that would buy a MOM aircraft versions to satisfy as many airline and combat aircraft. These are Korea F-CK-1 beca me operational in 1997, air-to-air missiles and laser-guided launching an aircraft in the category. have defned their preferred two-class lessor demands as possible. Aerospace Industries’ (KAI) T-50 and 15 years after formal launch; Korea’s bombs. FOC will add the Israeli Rafael First surprise: Airlines, traditionally seating capacity as being 150-199 seats. But who says Boeing will be the Taiwan’s AIDC F-CK-1—similar in size T-50 in 2005 after nine years; and Derby beyond-visual-range missile, conservative when it comes to innova- Only 27% want 200-249 seats and one to build an aircraft in that seg- if dif erent in origin. Pakistan’s JF-17 in 2007 after eight now in fi ring tests. tions that are challenging to much of many fewer want even larger aircraft. ment? Airbus will soon be much less AIDC’s experience before the Indig- years. The 33 years it has taken India is working on a redesigned their operational status quo, seem to Given the level of demand for a constrained in terms of spending: The enous Defense Fighter (IDF) program India to fi eld the Tejas is extraordi- Tejas Mk. 2, powered by a 22,000-lb.- be prepared to reintroduce widebodies smaller jet, developing just a shrunk- A350-900 is already in service, and the began in 1982 was designing the AT-3 nary by comparison. But there is a thrust GE F414-INS6, to meet the into medium-haul fying. Sixty percent en version of an aircraft optimized for -1000 will follow next year. Investment jet trainer (with Northrop). Lockheed mitigating factor. original requirements, but now the of the carriers participating in the sur- larger capacity won’t be good enough. on a possible stretch will likely be more Martin (then General Dynamics) The arms embargo imposed in 1988 air force plans to buy 80 improved vey would consider ordering a small Much investment would likely have incremental, and most of the work on provided assistance, and thus the IDF in response to India’s nuclear tests cut Mk. 1As as a next step. This will add widebody, provided it fts into existing to go into it to ensure that key design the A320neo family is also behind it. resembles the F-16. KAI’s experience of access to U.S. suppliers, most criti- Elta’s EL/M-2052 active, electroni- airport gate infrastructure. features such as wings, empennage Then again, Airbus probably before beginning work on a supersonic cally Lockheed for the digital fl ight cally scanned array (AESA) radar and The limitation at many airports is and engines ft its size and are opti- already has what comes closest to trainer in 1997 was license-building controls. This forced India to develop an electronic-warfare pod, as there wingspan: A new aircraft cannot be mized for the segment. airline requirements in that part of the KF-16, and the T-50 was developed its own fl y-by-wire system. Other is no room for the planned internal much wider than an Airbus A320 or The fact that so many airlines are the market, the A321neo and A330neo. with Lockheed—hence its similarity to delays were due to India’s failure to self-protection jammer. Weight will be Boeing 737 if it is to use narrowbody interested in an aircraft with fewer Why would it risk making them obso- the U.S. fi ghter. develop key systems indigenously as trimmed slightly. gates. And wingspan is defned in part than 200 seats makes clear that many lete unless absolutely necessary? India had experience license-build- planned, including the Kaveri after- HAL plans to fl y the Mk. 1A proto- by the range requirement, which leads ultimately consider the MOM aircraft But airlines are clearly showing ing Soviet and Western aircraft when burning engine and multimode radar. type in 2018 and complete deliveries by to the next challenge: Of the airlines a replacement for Boeing 737 or A320 their interest: 89% of airlines and air it launched the Light Combat Aircraft The consequence is that rather than 2025. It also has to ramp up production interested in buying a MOM jet, 22% feets, and not only a model for a new cargo operators surveyed said they (LCA) program in 1983, but its design being 70% indigenous as planned, the to 16 a year from eight—no easy task would need a range of 4,000-5,000 segment. In fact, only 18% of airlines would buy a MOM aircraft. And 82% credentials were limited to Hindustan Tejas is 65% imported. This includes for the state-owned manufacturer. But, nm, 24% 3,000-3,999-nm range and responded that they would use such of those that are interested can imag- Aeronautics Ltd. (HAL) developing the General Electric F404-IN20 as New Delhi says, the Tejas has cost another 23% only 2,000-2,999 nm. a jet to open new markets as a pure ine buying it before 2023. c the supersonic HF-24 Marut in the engine and Israeli Elta EL/M-2032 just $1.1 billion to develop—$2.1 billion That wide spread of range require- addition to their feets, while most 1960s and improving the Folland Gnat radar, as well as cockpit displays and including the carrier-based naval ver- ments is a major issue for aircraft cited replacement (35%) or some Gallery See more results from the light fi ghter as the Ajeet in the 1970s. fl ight-control actuators originally to sion—so it already deserves an A for designers. A signifcant number of combination of upgauging or down- survey: aviationWeek.com/momSurvey To develop the LCA, the government have been developed in India. af ordability. c

16 AviAtion Week & SpAce technology/JUly 18-31, 2016 aviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 17

AW_07_18_2016_p16.indd 16 7/14/16 7:24 PM AW_07_18_2016_p17.indd 17 7/8/16 4:42 PM In Orbit By Frank Morring, Jr. Senior Editor Frank Morring, Jr., blogs at: AviationWeek.com/onspace [email protected]

commentary generations to be reared in space. Researchers have found mineral loss similar to that seen in humans when Staying the Course the fsh bones are not subjected to gravity loads, and unusual swimming behavior as the exposure to micro- Space station persistence is paying of for Japan gravity extends. JAXA has been improving the apan is teaching the quality of protein crystals it can pro- Jspacefaring nations of duce for designer drug research back the world a valuable lesson on Earth, a research tool pioneered on NASA’s space shuttle. Japanese with its Kibo experiment engineers have ground-tested a mag- module: Make a plan, and netic furnace for JEM that can hold stick with it. Even before molten metal balls suspended for future microgravity studies of how Russia joined the “Space they react to various heating and Station Freedom” develop- cooling inputs. ment in the 1990s, Japa- Under terms of the ISS partnership agreement, NASA already uses nese engineers liked to joke NASA about half of JEM’s equipment space that they started with the smallest module in the station design for its own research. In December, the and wound up with the largest without changing its size. U.S. and Japanese agencies signed an agreement designed to expand that The basic design Japan chose while will enable studies of partial gravity cooperation even further, so taxpayers its partners were downsizing to meet efects on living organisms and an in both nations can see a bigger return budget constraints is in orbit today, external platform for Earth and space on their investment in the hardware. proving its worth as the most capable observation instruments on the JEM “Their voices are becoming louder research facility on the International Exposed Facility.” and louder every year,” says Takashi Space Station (ISS). While the sum Biologists are particularly excited Hamazaki, head of JAXA’s human is greater than the whole on the ISS, about the fsh, the centrifuge and, spacefight technology directorate. Kibo (see photo), the Japanese Experi- when they arrive, the mice already on Under the “OP3” deal—short for ment Module usually called “JEM” in JAXA’s manifest. At a workshop on Open Platform Partnership—JAXA astronautese, goes well beyond the JEM capabilities held in San Diego and NASA will pursue more collab- partners’ facilities in what it can do on ahead of the fourth ISSR&D Con- orative research “inside and outside” its own. ference, U.S. and Japanese ofcials JEM and use ISS resources to expand Europe’s Columbus lab, Russia’s touted the advantages for life-science cooperation with developing nations Zarya/Zvezda combo and NASA’s Uni- research of complex organisms that such as Vietnam in the Asia-Pacifc ty, Destiny, Harmony and Tranquility can be returned to Earth alive to help region. Ultimately, the OP3 approach pressurized station core all essentially scientists study how their bodies will support new uses for the station, provide a shirtsleeve environment adapted to microgravity. including a Japanese experiment in for humans and specialized research JAXA has installed a small cen- capturing a dead spacecraft and fnd- racks, power and data links. JEM has trifuge in JEM to provide a 1g envi- ing new uses for JAXA’s HTV cargo all of that, plus an exposed “porch,” an ronment for six mice that will serve carrier, Hamazaki says. airlock that opens onto that “exposed as controls for six more to be left in “I think it is appropriate now, as facility,” and a robotic arm that can microgravity during a months-long we shift toward research, that we move stuf around on it. It has some exposure. One of the frst experiments strengthen our cooperation with very sophisticated scientifc racks— aims to identify how gene expression JAXA,” says Gerstenmaier. with more on the way—a pair of big changes after long-term micrograv- JAXA, NASA and all the other ISS windows and even an attic for storage. ity, and to study the genetic efects of partner agencies must justify their “JAXA [Japan Aerospace Exploration spacefight on ofspring produced on use of public money for expensive Agency] has many unique capabilities Earth with sperm from mice that have space projects. The prestige—and for research on [its] portion of the space been in that environment. the outside support as demonstrated station,” says William Gerstenmaier, Meanwhile, Japan is running by the OP3 deal —that JAXA has NASA’s associate administrator for aquarium experiments in JEM on two gained by sticking to its original plan human exploration and operations. species of fsh well-characterized on as much as possible, regardless of “They focus on areas such as protein Earth—medaka and zebra fsh. The short-term priorities, can be a lesson crystal growth, the habitat for fsh as minnows can be maintained for as to politicians everywhere who hold a model organism, the centrifuge that long as 90 days, allowing two or more the purse strings for spacefight. c

18 AviAtion Week & SpAce technology/JUly 18-31, 2016 aviationWeek.com/awst

AW_07_18_2016_p18.indd 18 7/12/16 5:09 PM In Orbit By Frank Morring, Jr. Washington Outlook By Michael Bruno

Senior Editor Frank Senior Business Editor Michael Morring, Jr., blogs at: Bruno blogs at: AviationWeek.com/onspace AviationWeek.com/ares [email protected] [email protected] commentary generations to be reared in space. coMMentary Researchers have found mineral loss Mr. SMith of WaShington similar to that seen in humans when After nearly 20 years in ofce, the Staying the Course the fsh bones are not subjected to Anti-Airliner Fire top Democrat on the House Armed gravity loads, and unusual swimming Services Committee is refective. behavior as the exposure to micro- “There are not a lot of strategic na- Space station persistence is paying of for Japan gravity extends. With a bill to bar U.S. airliners for Iran, does tional thinkers in Congress right now,” JAXA has been improving the the House have a grudge against Boeing? Adam Smith (Wash.) says. Along with apan is teaching the quality of protein crystals it can pro- increased political polarization, he Jspacefaring nations of duce for designer drug research back he House of Representatives—the nexus of Export-Import says the legislative branch has be- the world a valuable lesson on Earth, a research tool pioneered T come as parochial as it has ever been. on NASA’s space shuttle. Japanese Bank opposition in recent years and home to budget seques- The problem for the military is that with its Kibo experiment engineers have ground-tested a mag- tration’s largest advocacy block—is taking another swing at Boe- so much of its budget, weaponry and module: Make a plan, and netic furnace for JEM that can hold ing, this time with a bill to bar commercial aircraft sales to Iran. infrastructure is rooted in local inter- stick with it. Even before molten metal balls suspended for ests, Smith says. Lawmakers see the future microgravity studies of how The Republican-controlled Defense Department as more impor- Russia joined the “Space they react to various heating and House has passed language tant for jobs in their districts than for Station Freedom” develop- cooling inputs. pushed by Peter Roskam national security. Compounding the ment in the 1990s, Japa- Under terms of the ISS partner- (R-Ill.) that, if enacted, would back-home efect is that Congress has ship agreement, NASA already uses block the Treasury Depart- a hard time prioritizing threats, and nese engineers liked to joke NASA about half of JEM’s equipment space ment from issuing a license the military’s nature is to see them that they started with the smallest module in the station design for its own research. In December, the necessary to sell any com- everywhere. Missions and tasks are and wound up with the largest without changing its size. U.S. and Japanese agencies signed an mercial aircraft to Iran. It also added but never removed. All of this agreement designed to expand that would keep U.S. banks and is bad enough, but the 2011 Budget The basic design Japan chose while will enable studies of partial gravity cooperation even further, so taxpayers other lenders from issuing Control Act’s spending caps remain its partners were downsizing to meet efects on living organisms and an in both nations can see a bigger return loans to Iranian companies to law into the early-2020s, near-term budget constraints is in orbit today, external platform for Earth and space on their investment in the hardware. buy them. The amendments compromises notwithstanding. proving its worth as the most capable observation instruments on the JEM “Their voices are becoming louder were added to an underlying So when Smith is asked about the research facility on the International Exposed Facility.” and louder every year,” says Takashi appropriations bill by voice U.S. TreaSUry DeparTmenT Pentagon’s technology outreach and Space Station (ISS). While the sum Biologists are particularly excited Hamazaki, head of JAXA’s human vote on July 7, meaning there will be ties, traditional “death to America” so-called Third Ofset technology ef- is greater than the whole on the ISS, about the fsh, the centrifuge and, spacefight technology directorate. no record of individual votes—and it foreign policy and use of commercial forts, he wonders where the money will Kibo (see photo), the Japanese Experi- when they arrive, the mice already on Under the “OP3” deal—short for is also usually indicative of general aircraft in pursuing both. “Iranian come from. He suggests spending less ment Module usually called “JEM” in JAXA’s manifest. At a workshop on Open Platform Partnership—JAXA agreement on a measure. civilian aircraft that the U.S. had sanc- than a trillion dollars to modernize the astronautese, goes well beyond the JEM capabilities held in San Diego and NASA will pursue more collab- Indeed, Roskam asserts, House tioned for transporting cargo on behalf nuclear triad, as well as not making the partners’ facilities in what it can do on ahead of the fourth ISSR&D Con- orative research “inside and outside” Democrats “did not mount any signif- of the Islamic Revolutionary Guard Army and Marine Corps troop levels its own. ference, U.S. and Japanese ofcials JEM and use ISS resources to expand cant opposition, and in many cases, Corps have made nearly 200 fights to larger than what can be fnancially Europe’s Columbus lab, Russia’s touted the advantages for life-science cooperation with developing nations joined eforts to block the sale.” That Syria since the nuclear deal was signed sustained. Says Smith, “I don’t think Zarya/Zvezda combo and NASA’s Uni- research of complex organisms that such as Vietnam in the Asia-Pacifc may be true, or it may just be similar in July 2015,” say American Enterprise there’s that broader sophisticated ty, Destiny, Harmony and Tranquility can be returned to Earth alive to help region. Ultimately, the OP3 approach to the times Republicans have so often Institute analysts Paul Bucala and Ken thinking, and I think we need it.” c pressurized station core all essentially scientists study how their bodies will support new uses for the station, joined in increasing the federal debt Hawrey. In a July report, they write provide a shirtsleeve environment adapted to microgravity. including a Japanese experiment in ceiling in recent years: Sometimes it’s that Iranian air forces are inadequate UnSolved MyStery for humans and specialized research JAXA has installed a small cen- capturing a dead spacecraft and fnd- just better to keep your mouth shut. for such projection, leaving the 117 On July 8, the FBI said it was fnally racks, power and data links. JEM has trifuge in JEM to provide a 1g envi- ing new uses for JAXA’s HTV cargo Either way, the House is on record legacy Western commercial aircraft giving up on the D.B. Cooper case. all of that, plus an exposed “porch,” an ronment for six mice that will serve carrier, Hamazaki says. against the announced Iranian deals, at Mahan Air, Iran Air and Yas Air to The dapper “Dan Cooper,” as he called airlock that opens onto that “exposed as controls for six more to be left in “I think it is appropriate now, as and the move could afect most if not bridge the gap (see photo). himself when buying the ticket, infa- facility,” and a robotic arm that can microgravity during a months-long we shift toward research, that we all major airliner sales. Regardless, to become law the mously hijacked a Northwest Orient move stuf around on it. It has some exposure. One of the frst experiments strengthen our cooperation with Advocates for allowing the Boeing GOP-controlled (barely) Senate must Airlines fight in November 1971 before very sophisticated scientifc racks— aims to identify how gene expression JAXA,” says Gerstenmaier. deal say it is foolish to cede business agree verbatim to the House language parachuting into the night rain, appar- with more on the way—a pair of big changes after long-term micrograv- JAXA, NASA and all the other ISS to Europe’s Airbus Group, Russian and President Barack Obama must ently over southwestern Washington windows and even an attic for storage. ity, and to study the genetic efects of partner agencies must justify their OEMs or even the Chinese (in the next forgo a veto. Neither is expected to go state, with about $200,000. The bureau “JAXA [Japan Aerospace Exploration spacefight on ofspring produced on use of public money for expensive decade). Moreover, if Chicago-based along readily. Indeed, both backed the needs the manpower elsewhere, Agency] has many unique capabilities Earth with sperm from mice that have space projects. The prestige—and Boeing is otherwise following the law— nuclear deal, for which trade was a regardless of the seemingly endless for research on [its] portion of the space been in that environment. the outside support as demonstrated i.e., obtaining licenses—then lenders, major incentive, including a carve-out public tips it receives. Says a spokes- station,” says William Gerstenmaier, Meanwhile, Japan is running by the OP3 deal —that JAXA has including Ex-Im, should also be allowed of sanctions for Iran Air. As no fnal woman: “To solve a case, the FBI must NASA’s associate administrator for aquarium experiments in JEM on two gained by sticking to its original plan to engage in legal business with Iran. appropriations are expected before prove culpability beyond a reasonable human exploration and operations. species of fsh well-characterized on as much as possible, regardless of Plenty of other adversarial countries the November elections, or even pos- doubt, and, unfortunately, none of the “They focus on areas such as protein Earth—medaka and zebra fsh. The short-term priorities, can be a lesson buy U.S. airliner products, starting sibly until the next session of Con- well-meaning tips or applications of crystal growth, the habitat for fsh as minnows can be maintained for as to politicians everywhere who hold with Russia and China, they add. gress in January, look for the debate new investigative technology have a model organism, the centrifuge that long as 90 days, allowing two or more the purse strings for spacefight. c Opponents stress Iran’s terrorism to continue in 2017. c yielded the necessary proof.” c

18 AviAtion Week & SpAce technology/JUly 18-31, 2016 aviationWeek.com/awst aviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 19

AW_07_18_2016_p18.indd 18 7/12/16 5:09 PM AW_07_18_2016_p19.indd 19 7/14/16 6:18 PM CommerCiAl AviAtion Big Bet Gone Wrong

joepriesaviation.net

turning into a prime example of market Airbus is making deep cuts to A380 production, misjudgment and bad timing. a move many see as the beginning of the end for Instead of being the frst aircraft in a new era of air travel, the A380 is now the largest civil aircraft increasingly perceived as the last of an old era when big was beautiful. Jens Flottau Farnborough In some respects, the A380 is the victim of Airbus’s own success. Back n Dec. 19, 2000, Jean-Luc Lagardere, co-chairman of in the old days, lower unit costs were the newly formed EADS, stood in front of a big crowd in mainly achievable by making aircraft O larger. But since the introduction of Toulouse where he and his German colleague Manfred the A380, major efciency gains have Bischof had just announced the launch of the biggest commer- been realized by engine manufacturers cial aircraft ever—the A380. “We will achieve superior proft- that enable airlines to operate smaller widebodies such as the A350 and Boe- ability,” Lagardere confdently predicted. And Bischof said with ing 787 at unit costs similar to those of equal certainty: “There is a sufcient market” for the aircraft the A380. Emirates Airline President that would transform air transport much like the Boeing 747 Tim Clark says even the 777-300ER comes near the A380 in terms of cost did in the 1970s. per seat mile. But if there is no need to operate At this year’s Farnborough Airshow, Because of the slow pace of orders large aircraft to drive down costs, why Airbus CEO Fabrice Bregier had the for the A380, Airbus is severely cur- take the risk of having more seats that rather unpleasant task of amending tailing production. The manufacturer one must sell on any given fight? these statements. The A380 is still de- is currently producing 2.5 aircraft per Bregier, of course, thinks diferent- cades away from recovering its devel- month. It turned out only 27 aircraft in ly. He believes that general air trafc opment costs, in a best-case scenario. 2015. The output will go down to 20 in growth and constraints at key airports But whether it will reach that point be- 2017, and just one aircraft per month will require airlines to upgauge aircraft came even more doubtful when Bregi- in 2018. Airbus’s $20 billion-plus bet at size regardless of the cost argument. er conceded that—at least for now— the turn of the century that it was go- “The trend is with us,” he said. the market is not nearly as big as the ing to break Boeing’s monopoly in the The problem is that the argument founders of EADS had hoped. EADS very large aircraft market is about to go may make sense in theory, but too was later renamed Airbus Group. terribly wrong. That decision is rapidly few airlines are following it in reality.

20 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p20-23.indd 20 7/14/16 5:43 PM CommerCiAl AviAtion

By ramping down A380 production, Bregier sees two reasons why pro- Leahy believes that “we are frmly on Airbus is giving the theory another duction could be boosted again at some track for a book-to-bill ratio of one”— Big Bet Gone Wrong 2-3 years to come to fruition while ap- point. He argues that Emirates will which is in line with the ofcial targets. plying a tourniquet to the fow of red eventually have to replace its existing Archrival Boeing remains confdent ink on the program. If orders still do fleet, which will grow to 142 aircraft about narrowbody demand and is still not come in by then, the question will in the next few years. After all, Clark oversold, even at its target production no longer be about how many aircraft has often made clear that the carrier rate of 57 aircraft per month, Chair- are produced, but when production would want to replace the aircraft man/CEO Dennis Muilenburg says. will end. with the A380 again, ideally with an But he notices “some hesitancy in the More and more, observers are A380neo, and that an order for up to widebody market” driven by slow trade convinced that discontinuing the 200 aircraft is possible. and cargo weakness. He says he still ex- But the fact that the A380neo pro- pects a book-to-bill ratio of “about one,” Emirates Airline is by far the posal has been shelved for several although the timing of orders is “some- largest A380 customer, with years is further evidence that Air- times hard to predict.” Boeing plans to 142 aircraft on order and 81 bus’s confdence in sales prospects for deliver around 750 aircraft this year. in operation. its fagship aircraft is dwindling. It is “But building order backlog is not my unclear now whether a renewed push big worry this year,” he says. At Farn- program is unavoidable. The rate cut for sales would be based on the current borough the company announced new “looks like the beginning of the end,” aircraft or a reengined version in the frm orders for 20 aircraft and commit- Teal Group analyst Richard Aboulafa medium term. “It is up to the market,” ments for another 120. says. “I cannot imagine any market or Airbus sales chief John Leahy says. “If The slowing pace of orders, com- technology changes that would cause bined with negative inter- sales to recover. The best they can do However dramatic the A380 est rates in parts of Europe is to fnd a face-saving way to termi- and political uncertainties nate the program.” crisis may look, it is unique. in the U.S. and U.K., has Airbus has firm orders for 319 raised questions about how A380s, 193 of which had been deliv- The rest of industry (and the much steam is left in the ered by the end of June. The backlog commercial aircraft indus- joepriesaviation.net is 126, of which 61 are for Emirates Airbus portfolio) are nowhere try’s upturn. “It looks like Airline and can be considered a safe the cycle is peaking,” said turning into a prime example of market bet. However, the picture shifts when near crisis mode. one investment banker on Airbus is making deep cuts to A380 production, misjudgment and bad timing. it comes to the remaining 65 aircraft. a visit to Farnborough. And a move many see as the beginning of the end for Instead of being the frst aircraft in In fact, orders for around 40 aircraft some suppliers are nervous a new era of air travel, the A380 is now look shaky. The backlog still includes fuel goes to $100 again, everybody will about committing to the hefty invest- the largest civil aircraft increasingly perceived as the last of an orders for 20 aircraft from lessor be banging on my door for a Neo.” ments needed to support the robust old era when big was beautiful. Amedeo, which has not yet placed the Leahy insists that “this aircraft is production increases planned by Air- Jens Flottau Farnborough In some respects, the A380 is the aircraft with any operators; 10 aircraft a natural for the market.” By 2030, bus and Boeing. victim of Airbus’s own success. Back originally planned for Hong Kong Air- production rates of 30-40 aircraft per “Suppliers are nervous about the n Dec. 19, 2000, Jean-Luc Lagardere, co-chairman of in the old days, lower unit costs were lines (and now listed for an undisclosed year could be possible again, the Air- commercial aerospace [upcycle] and the newly formed EADS, stood in front of a big crowd in mainly achievable by making aircraft customer); six for Virgin Atlantic; and bus COO believes. Of course, that was are cautious about adding incremen- O larger. But since the introduction of three for now-defunct Transaero. It also the production level anticipated tal capacity,” Bank of America Merrill Toulouse where he and his German colleague Manfred the A380, major efciency gains have appears to be highly unlikely that Hong shortly after the planned market intro- Lynch analyst Ronald J. Epstein wrote Bischof had just announced the launch of the biggest commer- been realized by engine manufacturers Kong and Virgin will take delivery of duction 10 years ago. Projecting such from the airshow. “Overall, we thought cial aircraft ever—the A380. “We will achieve superior proft- that enable airlines to operate smaller their aircraft. A further two aircraft optimism for 25 years later is a further the tone and tenor of the event were widebodies such as the A350 and Boe- are listed for Air France, but the car- indicator of Airbus’s misjudgment. pessimistic, and we get the sense that ability,” Lagardere confdently predicted. And Bischof said with ing 787 at unit costs similar to those of rier has already made clear it does not The much more short-term chal- the industry is bracing for a downturn.” equal certainty: “There is a sufcient market” for the aircraft the A380. Emirates Airline President intend to accept them. lenge is to keep program costs under Conversely, suppliers are also that would transform air transport much like the Boeing 747 Tim Clark says even the 777-300ER Most of the existing big operators control. Bregier says Airbus knows it scrambling in the near term to meet comes near the A380 in terms of cost such as Lufthansa, British Airways can proftably build 20 A380s in 2017, sharp upturns in production at aircraft did in the 1970s. per seat mile. and Qatar Airways say they will not down from the current level of 27. He manufacturers and engine manufac- But if there is no need to operate take more than their original orders. indirectly concedes going to 12 will turers Pratt & Whitney, GE, CFM and At this year’s Farnborough Airshow, Because of the slow pace of orders large aircraft to drive down costs, why What is more, a preliminary com- not be proftable: “I don’t say we will Rolls-Royce. “What we’re hearing now Airbus CEO Fabrice Bregier had the for the A380, Airbus is severely cur- take the risk of having more seats that mitment from Iran Air for 12 A380s break even at 12.” On the other hand, on jet engines is ‘crank it up, crank it rather unpleasant task of amending tailing production. The manufacturer one must sell on any given fight? announced in January does not appear he emphasizes that the losses incurred up,’” says Klaus Kleinfeld, chairman these statements. The A380 is still de- is currently producing 2.5 aircraft per Bregier, of course, thinks diferent- to be turning into a frm deal. at that low production rate “will not be and CEO of alloys giant Alcoa. “We cades away from recovering its devel- month. It turned out only 27 aircraft in ly. He believes that general air trafc Bregier remains confdent, at least material for Airbus.” have all hands on deck.” c opment costs, in a best-case scenario. 2015. The output will go down to 20 in growth and constraints at key airports officially. Airbus plans to keep A380 However dramatic the A380 crisis But whether it will reach that point be- 2017, and just one aircraft per month will require airlines to upgauge aircraft output at low levels “for a few years may look, it is unique. The rest of the —With Joe Anselmo in Farnborough came even more doubtful when Bregi- in 2018. Airbus’s $20 billion-plus bet at size regardless of the cost argument. before we can ramp back up again,” he industry (and the Airbus portfolio) are er conceded that—at least for now— the turn of the century that it was go- “The trend is with us,” he said. said at the Farnborough Airshow. He nowhere near crisis mode. Airbus re- Check 6 Aviation Week editors discuss the market is not nearly as big as the ing to break Boeing’s monopoly in the The problem is that the argument insisted that he sees “big upside po- corded additional frm orders for 197 commercial aircraft events (and more) founders of EADS had hoped. EADS very large aircraft market is about to go may make sense in theory, but too tential” in the program in spite of the aircraft and 72 commitments at Farn- at the Farnborough Airshow : was later renamed Airbus Group. terribly wrong. That decision is rapidly few airlines are following it in reality. announced scaling back. borough for a total of 419 this year. AviationWeek.com/podcast

20 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 21

AW_07_18_2016_p20-23.indd 20 7/14/16 5:43 PM AW_07_18_2016_p20-23.indd 21 7/14/16 6:48 PM CommerCiAl AviAtion Stretch Goals Clearer picture of Boeing 777X, MOM and 737 MAX development plan begins to emerge A further stretch of the 777-9X is technically feasible, says Boeing. Guy Norris Farnborough In the smaller capacity sector, Boe- sales and marketing vice president. arnborough 2016 may have been ing has confrmed plans to revamp the “People ask ‘why’? Because our large F devoid of new aircraft launches, slow-selling 737-7, the smallest of its customers for the 737 have all voted, but it did at least open a wider new reengined MAX family, by adding including Southwest and WestJet, and window on Boeing’s future commercial extra seats. The company downplayed they want an airplane that produces aircraft development strategy, includ- recently reported studies of a larger more capability, more range and more ing the potential go-ahead of a further variant of the 737-9 to compete directly seat count than the airplane they both stretch of the world’s longest airliner. with the Airbus A321neo. “We are f- operate today. So we are ofcially in- On the top of nearly everyone’s nalizing the size of the 737-7 and will creasing the size of that aircraft.” agenda is tracking the developing increase it by two seat rows, or about The revised design will include a saga of Boeing’s middle-of-the-market 12 seats bigger than the 737-700 Next 76-in.-longer fuselage to accommo- (MOM) study and the company’s nar- Generation,” says John Wojick, Boeing date the additional seat rows, the rowing focus on the sweet spot of a family of aircraft with 200-270 seats and a range of up to 5,100 nm. The aircraft, which is potentially targeted at entry into service in 2024-25, Power Plan is being researched to fll the space between today’s Airbus A320 and Boeing 737 category and the medium- GE9X materials tests forge pathway to capacity twin-aisle A330, A350 and potential 787 engine upgrade package Boeing 787. Boeing believes the broader po- Guy Norris Farnborough tential market, including the upper- end 737 replacements and lower-end ith Boeing starting assembly Fitzgerald, vice president and general widebody purchases, could be as large Wof the first 787-10, the final manager of GE’s Commercial Engines as 5,000 aircraft, of which 2,000-3,000 member of the 787 family, Operation, referring to a suite of new represent the heart of the MOM sector. General Electric is studying a “next- materials aimed at the GE9X that are That assessment was also borne out gen” upgrade for the aircraft’s GEnx- under scaled test using a GEnx donor in the responses to a recent survey by 1B engine that will leverage technology engine. These are focused on an array Aviation Week, Penton Research and under test for the much larger GE9X of hot-section parts made from light- Bank of America Merrill Lynch. in development for the 777X. weight ceramic matrix composites “The survey validates a lot of the The potential upgrade, if approved, (CMC). “We are sitting at 3,200 cycles things we are hearing,” says Boeing is aimed primarily at reducing mainte- of demonstrated capability that has Commercial Airplanes (BCA) Presi- nance costs and improving reliability a CMC combustor in it, stage 1 and 2 dent Ray Conner. “We are in the pro- rather than targeting fuel consump- nozzles and CMC shrouds,” he adds. cess of taking all of that and fguring tion. The package will be introduced Other potential parts of the up- out how we address those areas and as a block change to form a new build grade include rotating CMCs that what we want to do.” The company is standard, although content and timing have been tested already for possible assessing how to “[m]ake the business of the improvement plan have yet to be military applications. GE conducted case work. . . . There are a lot of things determined. The upgrade will not oc- trials of an F414 low-pressure turbine to do. We are still in that process of cur, however, before the completion of with blades made from the heat-resis- driving those things out. The larger FAA Part 33 certifcation of the GE9X, tant material in 2015 as part of the GTF [geared turbofan] plan will likely scheduled for 2018. U.S. Air Force Research Laboratory’s feature a higher gear ratio than the “The technology for the next-gen Adaptive Engine Technology Demon- current family’s 3.5:1.” GEnx is hiding in plain sight,” says Bill strator program.

22 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p20-23.indd 22 7/14/16 6:11 PM CommerCiAl AviAtion

ground clearance for the larger CFM 242 ft. long, and the rival Airbus A350- Stretch Leap 1A/C-derived engine that would 1000 is about 237 ft. in length. power the variant. “Is the development Despite their huge size, the General really worth the cost for just 15% of the Electric GE9X engines in development Goals market?” asks Wojick. for the 777X produce less thrust than At the other end of the capac- the GE90-115Bs that power the base- ity scale, Boeing also confrmed it is line 777-300ER. However, the GE9X Clearer picture studying a further stretch of the 777X- will be rated at 102,000-105,000 lb. family currently in development and thrust for the -8X/-9X and will likely of Boeing 777X, says such an extension would be rela- have adequate margin for the relative- MOM and 737 MAX tively easy to accomplish. “It is pretty ly modest fuselage stretch thought to straightforward for us,” says BCA’s be under consideration for the growth development plan Conner. “We have the 777-9X and the version. -8X, and this could be an extension of For now, Boeing is not specify- begins to emerge A further stretch of the 777-9X is technically feasible, says Boeing. the family depending on what the cus- ing how large the extended version tomers really want.” Boeing is about -10X—might be. “It’s more about what Guy Norris Farnborough Boeing to begin construction of the 406-pas- customers want and whether we can In the smaller capacity sector, Boe- sales and marketing vice president. plans for which were unveiled at the senger 777-9X, which is the frst and so satisfy that with a stretch of the air- arnborough 2016 may have been ing has confrmed plans to revamp the “People ask ‘why’? Because our large air show following negotiations with far largest planned member of the new plane. We will just play that one as the F devoid of new aircraft launches, slow-selling 737-7, the smallest of its customers for the 737 have all voted, 737-7 launch customers Southwest 777X family. The -9X is scheduled to customer desires,” says Conner. “We but it did at least open a wider new reengined MAX family, by adding including Southwest and WestJet, and Airlines and WestJet; they will now enter service in 2020, and its shorter, have the ability to do it. The neat thing window on Boeing’s future commercial extra seats. The company downplayed they want an airplane that produces convert their orders to the revamped 355-passenger 777-8X stablemate is about it is we have a great airplane. aircraft development strategy, includ- recently reported studies of a larger more capability, more range and more configuration. The aircraft will also due to follow in 2022. The -8X being the size of the 777- ing the potential go-ahead of a further variant of the 737-9 to compete directly seat count than the airplane they both have additional range and improved At 251 ft. long the 777-9X already 300ER and with incredible range ca- stretch of the world’s longest airliner. with the Airbus A321neo. “We are f- operate today. So we are ofcially in- hot-and-high performance. Studies of edges out the 747-8 as the world’s pability [along with] the big -9, there’s On the top of nearly everyone’s nalizing the size of the 737-7 and will creasing the size of that aircraft.” the larger variant, dubbed the -10X, are longest airliner, but a further stretch nothing, at least at this point in time, agenda is tracking the developing increase it by two seat rows, or about The revised design will include a continuing but face the hurdle of high- would ensure the 777X’s status as to compete with that. If somebody saga of Boeing’s middle-of-the-market 12 seats bigger than the 737-700 Next 76-in.-longer fuselage to accommo- er development costs associated with the largest twinjet ever developed. In wanted more capacity, it is a pretty (MOM) study and the company’s nar- Generation,” says John Wojick, Boeing date the additional seat rows, the modifying the main gear to provide comparison, the current 777-300ER is straightforward deal for us to do.” c rowing focus on the sweet spot of a family of aircraft with 200-270 seats and a range of up to 5,100 nm. The aircraft, which is potentially target- “It’s all about how you use the An engine testbed for GE9X ed at entry into service in 2024-25, Power Plan technology investment over and over technologies could pave the way is being researched to fll the space again,” says Fitzgerald. “The com- for a “next-gen” GEnx-1B. between today’s Airbus A320 and mercial side is benefting quite a bit Boeing 737 category and the medium- GE9X materials tests forge pathway to from the investment on the military capacity twin-aisle A330, A350 and potential 787 engine upgrade package side. We are in the process of evaluat- Boeing 787. ing that now, and it really depends on Boeing believes the broader po- Guy Norris Farnborough what data we get out of the tests,” he tential market, including the upper- adds. “We are being much more disci- end 737 replacements and lower-end ith Boeing starting assembly Fitzgerald, vice president and general plined about when we let these things widebody purchases, could be as large Wof the first 787-10, the final manager of GE’s Commercial Engines into service, so we are not racing to get as 5,000 aircraft, of which 2,000-3,000 member of the 787 family, Operation, referring to a suite of new there. We want to make sure that when represent the heart of the MOM sector. General Electric is studying a “next- materials aimed at the GE9X that are we get there, it is right.” That assessment was also borne out gen” upgrade for the aircraft’s GEnx- under scaled test using a GEnx donor By the time fnal decisions are made in the responses to a recent survey by 1B engine that will leverage technology engine. These are focused on an array on the content of the upgrade, “we will Aviation Week, Penton Research and under test for the much larger GE9X of hot-section parts made from light- be 6-7 years into service, and we will Bank of America Merrill Lynch. in development for the 777X. weight ceramic matrix composites know a lot about how the asset is per- “The survey validates a lot of the The potential upgrade, if approved, (CMC). “We are sitting at 3,200 cycles forming,” says Fitzgerald. “In the begin- things we are hearing,” says Boeing is aimed primarily at reducing mainte- of demonstrated capability that has ning. it was all about fuel efciency, but Commercial Airplanes (BCA) Presi- nance costs and improving reliability a CMC combustor in it, stage 1 and 2 now it’s about aircraft utilization and dent Ray Conner. “We are in the pro- rather than targeting fuel consump- nozzles and CMC shrouds,” he adds. maintenance costs. What is the data— cess of taking all of that and fguring tion. The package will be introduced Other potential parts of the up- Boeing’s or GE’s—telling us to do?” general electric out how we address those areas and as a block change to form a new build grade include rotating CMCs that GE’s move comes as Rolls-Royce month. The TEN incorporates a scaled engine for all 787s starting next year. what we want to do.” The company is standard, although content and timing have been tested already for possible prepares to begin fight tests of its own version of the advanced compres- The TEN is designed to improve fuel assessing how to “[m]ake the business of the improvement plan have yet to be military applications. GE conducted upgraded variant of the 787 engine, the sor developed by Rolls for the Trent burn by 2% over the current Package C case work. . . . There are a lot of things determined. The upgrade will not oc- trials of an F414 low-pressure turbine Trent 1000 TEN (Thrust, Efficiency XWB-84 used on the Airbus A350, as production standard. c to do. We are still in that process of cur, however, before the completion of with blades made from the heat-resis- and New technology). The evalua- well as other technologies perfected on driving those things out. The larger FAA Part 33 certifcation of the GE9X, tant material in 2015 as part of the tion, which is expected to begin next the company’s Advance3 demonstra- GTF [geared turbofan] plan will likely scheduled for 2018. U.S. Air Force Research Laboratory’s month on a 787 development aircraft, tor. The hybrid engine was launched Video Take a tour with Guy Norris feature a higher gear ratio than the “The technology for the next-gen Adaptive Engine Technology Demon- follows receipt of European Aviation for the stretched 787-10 in 2012 but will of the big fan engines at Farnborough: current family’s 3.5:1.” GEnx is hiding in plain sight,” says Bill strator program. Safety Agency certifcation earlier this also become the standard production AviationWeek.com/FIAEngines

22 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 23

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Russian industry is far keener than Comac and is will- Offcial Backing ing to take on most of the design work. According to UAC’s latest annual report, in 2015 the group’s subsidiaries con- Moscow, Beijing increase likelihood ducted technical research on various aspects of a future widebody long-range aircraft. This work was fnanced by of long-range widebody progressing the Russian government and included research on avion- Maxim Pyadushkin Moscow ics, aerodynamics, composite wings, fuselages, landing gear and Bradley Perrett Beijing and fuel systems. One UAC design bureau, Tupolev, studied the feasibility of applying the more-electric-aircraft concept n intergovernmental agreement has endorsed de- to the future widebody, minimizing the use of hydraulics, Avelopment of a proposed Russo-Chinese widebody while another, Ilyushin, looked at developing a new airliner airliner, defning the program as an equal partnership by deeply modernizing the Il-96-300. between United Aircraft Corp. (UAC) and Comac. UAC and Comac engineering teams have separately worked The agreement must raise the chance of the so-called Long- out concept designs that should now be reconciled, says the Range Wide-Body Commercial Aircraft (LRWBCA) entering UAC ofcial. “The results of this will enable us to pass Gate 2 full-scale development but appears not to launch the project. procedures this year,” he says. A Gate 2 milestone usually The terms are vague and there is no commitment to a specifc means the approval of the preliminary design. investment, which is left for later agreement. The Russian side Exact parameters of the aircraft cannot yet be specifed, earlier estimated the program’s cost at $13-20 billion. because the design efort is at a very initial stage, the ofcial In 2014 Comac and UAC began preliminary development says. But he adds that designers are working on a basic con- of the aircraft, which would be broadly comparable with the fguration that would be able to carry about 280 passengers Airbus A330 and go into service in the mid-2020s. Under the more than 12,000 km (7,460 mi.). Fuselage width is almost intergovernmental agreement signed on June 25, the pro- the same as the A350’s, and economy seats would be nine gram will be managed by a specially formed company to be abreast, according to concept design specifcations seen by owned equally by the two state manufacturers. Aviation Week last year. Engines of 71,226-75,000-lb. thrust According to UAC CEO Yury Slusar, the joint company will were specifed. be registered this year and will design, sell and support the “We hope that the aircraft will make the maiden fight in UAC

airliner. Investment in the program will fow through the com- Concept designs for the LRWBCA from UAC and Comac pany, which another UAC representative says will be regis- should be merged this year. tered in China—specifcally, in a free-trade zone in the Pudong district of Shanghai. Comac is based in Pudong. 2021 and will be certifed by 2025,” says the UAC representa- The deal between Moscow and Beijing calls for UAC and tive. A preliminary schedule previously set out plans for a Comac to set up a joint engineering center. The distribution frst fight in 2022 and entry into service in 2023-25. of work under the program, such as manufacturing, will be The partners may begin selecting suppliers as soon the defned later. preliminary design is approved. Requests for proposals The organizational arrangement follows that of Comac, to potential suppliers are expected to be sent this year, a which develops commercial aircraft, markets them and sup- representative of Technodinamika, a Russian specialist in ports them in service but contracts fabrication to suppli- aircraft subsystems, tells Aviation Week. That company has ers—mostly Avic units for the structures. Similarly, the joint been awarded a contract from Russia’s ministry of industry widebody company can be expected to look to Russian and and trade for development of eight subsystems for widebody Chinese suppliers for airframe parts and, at least to some long-range aircraft that could be used for the Russo-Chinese extent, onboard systems. A foreign engine is very likely to program in the future. They include the electric system, be needed, at least for the initial versions of the LRWBCA. cockpit air conditioning and pressure system and inert-gas Comac performs fnal assembly on its aircraft. No plan for generation system, as well as fre protection, deicing and the LRWBCA fnal assembly has been revealed. oxygen systems. Comac is unenthusiastic about the project, say industry The aircraft is to be certifed by Chinese and Russian air- sources in China. The Chinese manufacturer would prefer to worthiness agencies; there is no mention of endorsement by create its own widebody to follow the C919 narrowbody it is the FAA or European Aviation Safety Agency. This would developing. But the LRWBCA proposal has been driven by the be an issue not only for exports: Chinese airlines are keen governments—and it will presumably go ahead as long as the to see Western endorsement on type certifcates, even for leadership of the two countries are determined that it should. locally developed aircraft. c

24 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

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Russian industry is far keener than Comac and is will- Qatar Airways is actively expanding Offcial Backing ing to take on most of the design work. According to UAC’s its investment portfolio, clinching latest annual report, in 2015 the group’s subsidiaries con- deals with both a Latin American Moscow, Beijing increase likelihood ducted technical research on various aspects of a future and Italian airline in one week. widebody long-range aircraft. This work was fnanced by troubles: Azul is partly owned by United of long-range widebody progressing the Russian government and included research on avion- Airlines and HNA Group, and Delta Air Maxim Pyadushkin Moscow ics, aerodynamics, composite wings, fuselages, landing gear Lines and Air France-KLM have stakes and Bradley Perrett Beijing and fuel systems. One UAC design bureau, Tupolev, studied in low-cost carrier Gol. Avianca’s ma- the feasibility of applying the more-electric-aircraft concept jority shareholder, Synergy Group, re- n intergovernmental agreement has endorsed de- to the future widebody, minimizing the use of hydraulics, Joepriesaviation.net cently indicated it is open to talks about Avelopment of a proposed Russo-Chinese widebody while another, Ilyushin, looked at developing a new airliner adding another investor; United and airliner, defning the program as an equal partnership by deeply modernizing the Il-96-300. Delta are reportedly taking a close look. between United Aircraft Corp. (UAC) and Comac. UAC and Comac engineering teams have separately worked Global Ambitions On July 14, two days after announcing The agreement must raise the chance of the so-called Long- out concept designs that should now be reconciled, says the the LATAM deal, Qatar reached agree- Range Wide-Body Commercial Aircraft (LRWBCA) entering UAC ofcial. “The results of this will enable us to pass Gate 2 ment with Meridiana’s parent com- full-scale development but appears not to launch the project. procedures this year,” he says. A Gate 2 milestone usually Qatar Airways proposes LATAM, Meridiana buy-ins pany Alisarda to purchase 49% of the The terms are vague and there is no commitment to a specifc means the approval of the preliminary design. Sardinian carrier. Negotiations with the investment, which is left for later agreement. The Russian side Exact parameters of the aircraft cannot yet be specifed, Cathy Buyck and Jens Flottau Farnborough struggling Italian airline have been go- earlier estimated the program’s cost at $13-20 billion. because the design efort is at a very initial stage, the ofcial ing on for some time—a memorandum In 2014 Comac and UAC began preliminary development says. But he adds that designers are working on a basic con- atar Airways is famous for its Al Baker wants to take “time to see of understanding was signed in Febru- of the aircraft, which would be broadly comparable with the fguration that would be able to carry about 280 passengers Qaggressive, organic growth how we can work together.” The frst ary—but appeared stalled after unions Airbus A330 and go into service in the mid-2020s. Under the more than 12,000 km (7,460 mi.). Fuselage width is almost strategy aimed at expand- cooperative steps, once LATAM share- protested a staf reduction necessary intergovernmental agreement signed on June 25, the pro- the same as the A350’s, and economy seats would be nine ing Doha, the country’s capital, into a holders approve the deal, will include to bring the airline back to proftability. gram will be managed by a specially formed company to be abreast, according to concept design specifcations seen by massive global long-haul hub. But its more codeshares and aligning service Qatar says the contribution and owned equally by the two state manufacturers. Aviation Week last year. Engines of 71,226-75,000-lb. thrust most recent investment is not for new standards, LATAM Airlines Group CEO shareholders’ agreement is subject According to UAC CEO Yury Slusar, the joint company will were specifed. aircraft: The Qatari national airline an- Enrique Cueto says. to fulfilment of “certain conditions” be registered this year and will design, sell and support the “We hope that the aircraft will make the maiden fight in nounced at the Farnborough Airshow a The group will schedule an extraor- before the closing—planned for early $613 million deal for a stake in LATAM dinary shareholders meeting by Sept. 2 October—without providing details.

UAC Airlines Group and its intent to buy 49% to vote on Qatar Airways’ proposed in- Al Baker admits he is unwilling to ac- of Meridiana. vestment. If shareholders consent, the cept repeated staf strikes and indicates The equivalent of adding three wide- state-owned Persian Gulf carrier will he wants “the Italian government and body aircraft turns Qatar Airways into subscribe a capital increase of $613 mil- Meridiana to assure us such actions one of the largest shareholders of Latin lion through the issuance of new shares will not happen again.” Qatar will “not America’s biggest airline group at a at $10 per share. accept being blackmailed by staf. We time when LATAM faces fnancial dif- Cueto says he “personally admires” want to grow the airline,” he said on the fculties due to Brazil’s economic crisis. Qatar for its strategy and concern for sidelines of the LATAM announcement The investment is the airline’s second passengers. “The investment recog- at the Farnborough Airshow, adding major consolidation move. Last year, it nizes LATAM’s achievements and sup- that the deal “will include a walk-away acquired a 9.9% stake in International ports our projects for the future,” he clause. We have this in each agreement. airliner. Investment in the program will fow through the com- Concept designs for the LRWBCA from UAC and Comac Airlines Group, the parent of British says. In addition to strengthening our We did use it with Cargolux.” pany, which another UAC representative says will be regis- should be merged this year. Airways, Iberia, Aer Lingus and Vuel- fnancial position, it will allow us to ex- The airline purchased a 35% share in tered in China—specifcally, in a free-trade zone in the Pudong ing; it boosted the stake to 15% this year. plore new opportunities for connectiv- Cargolux in September 2011, making it district of Shanghai. Comac is based in Pudong. 2021 and will be certifed by 2025,” says the UAC representa- “We want to have a network of part- ity with Asia and the Middle East.” the second-largest shareholder after The deal between Moscow and Beijing calls for UAC and tive. A preliminary schedule previously set out plans for a nerships,” Qatar Airways CEO Akbar The Santiago, Chile-based group lost Luxair, but sold its stake a year later Comac to set up a joint engineering center. The distribution frst fight in 2022 and entry into service in 2023-25. Al Baker tells Aviation Week. “We will $219.3 million in 2015, doubling its $109.8 after disagreements with unions, man- of work under the program, such as manufacturing, will be The partners may begin selecting suppliers as soon the be stronger in feeding each other.” million 2014 defcit. Net debt was $11.4 agement and other shareholders about defned later. preliminary design is approved. Requests for proposals He says his company “recognizes billion as of Dec. 31, 2015. To address the the cargo carrier’s strategy. The organizational arrangement follows that of Comac, to potential suppliers are expected to be sent this year, a short-term challenges in some of situation, it is implementing cost-saving Al Baker says the airline is looking which develops commercial aircraft, markets them and sup- representative of Technodinamika, a Russian specialist in LATAM’s market,” but he remains con- initiatives and cutting capacity, includ- for other potential investment targets. ports them in service but contracts fabrication to suppli- aircraft subsystems, tells Aviation Week. That company has fdent in its long-term prospects. “LA- ing its Brazilian domestic operations, “We will take it step by step. I cannot ers—mostly Avic units for the structures. Similarly, the joint been awarded a contract from Russia’s ministry of industry TAM will only improve.” He points out by 10-12% for the full year 2016. It is disclose all of our plans in one go.” He widebody company can be expected to look to Russian and and trade for development of eight subsystems for widebody the LATAM decision was made after also reducing capital expenditures and has previously said Qatar could buy a Chinese suppliers for airframe parts and, at least to some long-range aircraft that could be used for the Russo-Chinese thorough analysis of the group’s brand, preserving liquidity by restructuring its stake in Royal Air Maroc to expand its extent, onboard systems. A foreign engine is very likely to program in the future. They include the electric system, network and markets. It is an “exciting” feet assets and lowering feet commit- connectivity in Africa. be needed, at least for the initial versions of the LRWBCA. cockpit air conditioning and pressure system and inert-gas opportunity to invest and to develop its ments up to $3 billion for 2016-2018. Qatar is the second of the three big Comac performs fnal assembly on its aircraft. No plan for generation system, as well as fre protection, deicing and long-term relationship with the lead- LATAM Airlines Group was formed Gulf carriers to step up its investment the LRWBCA fnal assembly has been revealed. oxygen systems. ing Latin American carrier, he insists. by the merger of LAN Airlines and eforts in foreign carriers. Etihad Air- Comac is unenthusiastic about the project, say industry The aircraft is to be certifed by Chinese and Russian air- Qatar Airways and LATAM are both TAM Brazil, and it is introducing a ways owns stakes in Alitalia, Air Berlin, sources in China. The Chinese manufacturer would prefer to worthiness agencies; there is no mention of endorsement by part of the Oneworld alliance. British unifed LATAM brand across its several Air Serbia, Darwin Airlines, Air Sey- create its own widebody to follow the C919 narrowbody it is the FAA or European Aviation Safety Agency. This would Airways and Iberia are Oneworld mem- subsidiaries in the region. chelles, Jet Airways and Virgin Aus- developing. But the LRWBCA proposal has been driven by the be an issue not only for exports: Chinese airlines are keen bers, and LATAM also has a joint busi- Several Latin American airlines have tralia and is considering buying a 49% governments—and it will presumably go ahead as long as the to see Western endorsement on type certifcates, even for ness agreement with both for routes recently opened up to foreign investors, stake in Air Malta. Emirates is focused leadership of the two countries are determined that it should. locally developed aircraft. c between South America and Europe. seeking fresh capital to counter current on its own operations. c

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timistic,” he adds. “I have heard no one Spending Spree talk about backing of an inch to their contributions to the NATO alliance.” Britain signs on the dotted line for P-8A Poseidon, But these new purchases come at a signifcant cost. Britain’s eagerness to AH-64E Apache helicopters at Farnborough quickly fll a long-standing capability gap in maritime patrol and airborne Tony Osborne Farnborough anti-submarine warfare—created by the retirement of the BAE Nimrod ho would have thought that “Some people might say after Brexit MR2 in 2009 and the cancellation of Wwhen David Cameron spoke that England is retreating into its shell,” its replacement, the Nimrod MRA4, on opening day of this year’s says Philip Dunne, minister for defense in 2010—will cost £3 billion over 10 Farnborough Airshow, his speech procurement. “But this will demon- years. here would be his last. strate to the world that Britain is not That amount will pay for introduc- A new prime minister, Theresa retreating. . . . We are back and we will tion of the P-8A capability including May, is settling into her role of leading be an important ally for our partners in aircraft—in standard U.S. Navy con- the U.K. out of the European Union NATO. I think this is an important mes- figuration—personnel, infrastruc- and into a new reality. sage to get out into the world,” he adds. ture, support and training, as well as a package of consumables, such as weapons or sonobuoys. There are no plans—at least in the short term—for British-made consumables. A £100 million training and support facility will be built at RAF Lossiemouth, Scotland—the main operating base for the Poseidon feet—so that U.K. crews can be trained independently of the U.S. training system. The current cost of the P-8A air- Britain is simplifying its weapon inventory, craft for the U.S. Navy is about $150 with Brimstone set to be the direct-fre million, although a contract for 13, in- air-to-ground weapon for Typhoon, Apache cluding four for Australia announced (pictured) and the new Protector UAV.

Despite the radical political up- heaval in Britain after the Brexit vote, the country’s defense plans are beginning to take shape, with the U.K. looking to return to its status as a more reliable and capable defense partner. British defense ministers used the air show to sign up for nearly £5 billion ($6.6 billion) of new equipment as the decisions taken in last year’s Strategic Defense and Security Re- view (SDSR) translate into reality. Through U.S. Foreign Military Sales, the U.K. will buy 50 remanu- Boeing PHoToS factured AH-64E Apache attack he- Senior U.S. commanders used last August, put the price of the jet at licopters, at a cost of £1.78 billion, the Royal International Air Tattoo about $114 million. and nine P-8A Poseidon maritime to declare their own confidence in Dunne says the U.K. deal is one of patrol aircraft for £3 billion. Britain Britain’s ability to remain a strong the most “keenly priced” P-8A pro- also frmed up plans for its complex defense partner. Threats of further curements yet. The U.S. Navy says the weapons programs and funded new cuts to the U.K.’s defenses last year British are paying the same price as support measures that will ultimately had prompted a number of senior U.S. the U.S. for the aircraft, plus a govern- help boost the capability of its Euro- military fgures to speak out against mental transaction charge and fees to fghter Typhoons. continued British defense austerity. paint the aircraft in British colors. And ministers say that in four “I am convinced Britain will remain But there are questions about its years, with the arrival of the F-35 a strong defense partner,” says U.S. overland surveillance capacity. Critics Joint Strike Fighter, the U.K. will once Air Force chief Gen. David Goldfein. are also unhappy with the lack of U.K. again be able to project power from “It is a little too early to make long- work on the jet and that Britain could its two new Queen Elizabeth-class term predictions about how this will all be forced to give up other capabilities carriers. play out, but I will tell you, I remain op- such as the Sentinel standoff radar

26 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p26-33.indd 26 7/14/16 6:31 PM DEFENSE timistic,” he adds. “I have heard no one Spending Spree talk about backing of an inch to their Register at www.iac2016.org contributions to the NATO alliance.” Britain signs on the dotted line for P-8A Poseidon, But these new purchases come at a signifcant cost. Britain’s eagerness to AH-64E Apache helicopters at Farnborough quickly fll a long-standing capability gap in maritime patrol and airborne Tony Osborne Farnborough anti-submarine warfare—created by the retirement of the BAE Nimrod ho would have thought that “Some people might say after Brexit MR2 in 2009 and the cancellation of Wwhen David Cameron spoke that England is retreating into its shell,” its replacement, the Nimrod MRA4, on opening day of this year’s says Philip Dunne, minister for defense in 2010—will cost £3 billion over 10 Farnborough Airshow, his speech procurement. “But this will demon- years. here would be his last. strate to the world that Britain is not That amount will pay for introduc- A new prime minister, Theresa retreating. . . . We are back and we will tion of the P-8A capability including May, is settling into her role of leading be an important ally for our partners in aircraft—in standard U.S. Navy con- the U.K. out of the European Union NATO. I think this is an important mes- figuration—personnel, infrastruc- and into a new reality. sage to get out into the world,” he adds. ture, support and training, as well as a package of consumables, such as weapons or sonobuoys. There are no plans—at least in the short term—for British-made consumables. A £100 million training and support facility International Astronautical Congress will be built at RAF Lossiemouth, Scotland—the main operating base for the Poseidon feet—so that U.K. Making space accessible and crews can be trained independently of the U.S. training system. afordable to all countries The current cost of the P-8A air- Britain is simplifying its weapon inventory, craft for the U.S. Navy is about $150 th th with Brimstone set to be the direct-fre million, although a contract for 13, in- September 26 - 30 2016 air-to-ground weapon for Typhoon, Apache cluding four for Australia announced (pictured) and the new Protector UAV. Guadalajara, Mexico

Despite the radical political up- heaval in Britain after the Brexit vote, the country’s defense plans are beginning to take shape, with the U.K. look- Official Media Partner ing to return to its status as a more reliable and capable defense partner. British defense ministers used the air show to sign up for nearly £5 billion ($6.6 billion) of new equipment as the decisions taken in last year’s Strategic Defense and Security Re- view (SDSR) translate into reality. Through U.S. Foreign Military Sales, the U.K. will buy 50 remanu- Boeing PHoToS factured AH-64E Apache attack he- Senior U.S. commanders used last August, put the price of the jet at licopters, at a cost of £1.78 billion, the Royal International Air Tattoo about $114 million. and nine P-8A Poseidon maritime to declare their own confidence in Dunne says the U.K. deal is one of patrol aircraft for £3 billion. Britain Britain’s ability to remain a strong the most “keenly priced” P-8A pro- also frmed up plans for its complex defense partner. Threats of further curements yet. The U.S. Navy says the weapons programs and funded new cuts to the U.K.’s defenses last year British are paying the same price as support measures that will ultimately had prompted a number of senior U.S. the U.S. for the aircraft, plus a govern- help boost the capability of its Euro- military fgures to speak out against mental transaction charge and fees to fghter Typhoons. continued British defense austerity. paint the aircraft in British colors. And ministers say that in four “I am convinced Britain will remain But there are questions about its years, with the arrival of the F-35 a strong defense partner,” says U.S. overland surveillance capacity. Critics Joint Strike Fighter, the U.K. will once Air Force chief Gen. David Goldfein. are also unhappy with the lack of U.K. AGENCIA again be able to project power from “It is a little too early to make long- work on the jet and that Britain could ESPACIAL AEM MEXICANA its two new Queen Elizabeth-class term predictions about how this will all be forced to give up other capabilities carriers. play out, but I will tell you, I remain op- such as the Sentinel standoff radar

26 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

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platform to help pay for it—despite ing feet. As much as 60% of current nounce new support contracts for its the Sentinel being considered the gov- aircraft will be reused, including the Eurofighter Typhoon fleet. The Ty- ernment’s current “go-to” platform to Longbow fre control radar and the phoon Total Availability Enterprise support coalition operations. Modernized Target Acquisition and (TyTAN)—previously known as the It has been suggested that Brit- Designation System. Future State Operating Model—will ish industry could develop a belly- The U.K. will also break with tra- flow any cost savings into capabil- mounted sensor payload for the P-8A dition and use the General Electric ity development of the aircraft. BAE to replace the ground surveillance ca- T700 engine rather than the Turbo- Systems and its partners—including pability of Sentinel. According to the meca RTM322 from the current feet. Leonardo—believe TyTAN could al- SDSR, Sentinel is due to be dropped This is the frst time the U.K. military low the U.K. to stream £500 million from the feet about 2022. has bought an of-the-shelf GE engine. back into the fleet, paving the way Taking Apaches from the U.S. pro- The helicopters are also likely to be for additional enhancements such as duction line is also controversial. How- armed with MBDA’s Brimstone mis- new weapons and upgrades to defen- ever, U.K. helicopter manufacturer sile following June’s fring trials. sive aids. The SDSR states that two Leonardo—formerly AgustaWestland, The frst British AH-64Es are due additional Typhoon squadrons will be which built the British Army’s existing to come off the production line at formed toward the end of the decade, Apache feet—should still get a look in Mesa, Arizona, in early 2020 and will when the Panavia Tornado GR4 is re- terms of future support. Defense Min- begin entering service in 2022; the ex- tired from service. ister Michael Fallon has said he wants isting feet of Apaches will be phased Britain is also looking again at its to see the new Apache feet maintained out of service in 2023-24. training needs, in light of the deci- in the U.K. and that British companies For its part of the deal, Boeing sions taken in last year’s SDSR to ought “to do most of the work.” has promised to create an addition- boost the number of combat aircraft in use. In February it was announced that the U.K. Military Flight Train- ing System would purchase a feet of 38 new fxed-wing training aircraft, including 23 Grob 120TPs—to be known as Prefects—along with 10 Beechcraft T-6C Texan IIs and fve

Britain’s nine P-8As will be confgured the same as U.S. Navy aircraft and use U.S. weapons and sonobuoys. Embraer Phenom 100s. That aircraft count was generated from pilot requirements based on the 2010 SDSR, which shrank the number of fast-jet squadrons. However, the uptick in defense spending prompted by last year’s SDSR and the increase in the tony osborne/aw&st number of combat aircraft—along The renewal of a long-standing part- al 2,000 jobs in the U.K. toward its with the P-8A buy—may prompt a nering arrangement between the gov- goal of being an “enduring industrial need for more training aircraft, or ernment and Leonardo should soothe champion.” The company has agreed for their daily utilization to increase. the pain. Defense officials say they to make the U.K. its European base The U.K. Defense Ministry is also plan to spend up to £3 billion with the for training, maintenance, repair and looking at the future of its contracted company over the next decade just on overhaul (MRO) across its defense, training capability and studying op- helicopter support and upgrades. fixed-wing and rotary platforms. tions for an umbrella contract for Leonardo may also benefit from There will be additional bidding op- fxed-wing training. funding for the development of an portunities to work on company pro- The Air Support to Defense Op- unmanned rotorcraft, according to grams for U.K. suppliers, it says. erational Training requirement—the CEO Mauro Moretti. Although this Boeing’s commitments could look first of two phases of which are ex- has yet to be formally confrmed, local more tangible by year-end, as it be- pected to get underway in 2020—will member of Parliament Marcus Fysh gins to seriously examine prospects see a selected commercial operator says the partnering arrangement is for permanent facilities, probably at deliver red air aggressor and elec- backed by “initial seed funding” for a U.K. airport where it can perform tronic warfare training across the future products. that MRO and training work, bring- U.K. armed forces, replacing a num- The Defense Ministry says the ing together several facilities dotted ber of individual contracts with an Apaches will be new-build airframes, around the country into one location. umbrella contract with a single opera- but to reduce costs the new feet will The Defense Ministry also used tor, which could be worth £1.2 billion recycle components from the exist- the Farnborough Airshow to an- over 15 years. c

28 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p26-33.indd 28 7/14/16 6:19 PM DEFENSE platform to help pay for it—despite ing feet. As much as 60% of current nounce new support contracts for its the Sentinel being considered the gov- aircraft will be reused, including the Eurofighter Typhoon fleet. The Ty- ernment’s current “go-to” platform to Longbow fre control radar and the phoon Total Availability Enterprise support coalition operations. Modernized Target Acquisition and (TyTAN)—previously known as the It has been suggested that Brit- Designation System. Future State Operating Model—will ish industry could develop a belly- The U.K. will also break with tra- flow any cost savings into capabil- mounted sensor payload for the P-8A dition and use the General Electric ity development of the aircraft. BAE to replace the ground surveillance ca- T700 engine rather than the Turbo- Systems and its partners—including pability of Sentinel. According to the meca RTM322 from the current feet. Leonardo—believe TyTAN could al- SDSR, Sentinel is due to be dropped This is the frst time the U.K. military low the U.K. to stream £500 million from the feet about 2022. has bought an of-the-shelf GE engine. back into the fleet, paving the way Taking Apaches from the U.S. pro- The helicopters are also likely to be for additional enhancements such as duction line is also controversial. How- armed with MBDA’s Brimstone mis- new weapons and upgrades to defen- ever, U.K. helicopter manufacturer sile following June’s fring trials. sive aids. The SDSR states that two Leonardo—formerly AgustaWestland, The frst British AH-64Es are due additional Typhoon squadrons will be which built the British Army’s existing to come off the production line at formed toward the end of the decade, Two F-35s fy a sortie over the Apache feet—should still get a look in Mesa, Arizona, in early 2020 and will when the Panavia Tornado GR4 is re- U.K. ahead of the jet’s debut at terms of future support. Defense Min- begin entering service in 2022; the ex- tired from service. the Royal International Air Tat- ister Michael Fallon has said he wants isting feet of Apaches will be phased Britain is also looking again at its too at RAF Fairford, England. to see the new Apache feet maintained out of service in 2023-24. training needs, in light of the deci- in the U.K. and that British companies For its part of the deal, Boeing sions taken in last year’s SDSR to ought “to do most of the work.” has promised to create an addition- boost the number of combat aircraft in use. In February it was announced that the U.K. Military Flight Train- ing System would purchase a feet of 38 new fxed-wing training aircraft, including 23 Grob 120TPs—to be known as Prefects—along with 10 Beechcraft T-6C Texan IIs and fve Jamie Hunter/aviacom Britain’s nine P-8As will be confgured the same as U.S. Navy Out of the Storm? aircraft and use U.S. weapons and sonobuoys. F-35 proves it can deploy outside the U.S., but now the program Embraer Phenom 100s. That aircraft count was generated from pilot re- must manage a global network of maintenance and data sharing quirements based on the 2010 SDSR, which shrank the number of fast-jet Lara Seligman Farnborough squadrons. However, the uptick in defense spending prompted by last wo years after an engine fire thwarted the F-35’s by policy,” says Gen. Frank Gorenc, commander of U.S. Air year’s SDSR and the increase in the planned debut in the U.K., the jet has proved it can Forces, Europe. “The asymmetric advantage of our alliance, tony osborne/aw&st T number of combat aircraft—along deploy overseas, with appearances at three major Eu- of our country, is going to depend on the ability to take ad- The renewal of a long-standing part- al 2,000 jobs in the U.K. toward its with the P-8A buy—may prompt a ropean air shows in the last two months. Now it is up to the vantage of multidomain.” nering arrangement between the gov- goal of being an “enduring industrial need for more training aircraft, or policy makers to tackle the thorny logistics of operating a The JSF ofcially stepped onto the international stage in ernment and Leonardo should soothe champion.” The company has agreed for their daily utilization to increase. ffth-generation fghter program across 12 diferent nations, June at the Netherlands Leeuwarden Air Show, and contin- the pain. Defense officials say they to make the U.K. its European base The U.K. Defense Ministry is also each with unique infrastructure and security requirements. ued its European tour with showstopping appearances at the plan to spend up to £3 billion with the for training, maintenance, repair and looking at the future of its contracted The next challenge for Lockheed Martin’s Joint Strike U.K.’s Royal International Air Tattoo and Farnborough Air- company over the next decade just on overhaul (MRO) across its defense, training capability and studying op- Fighter (JSF) program will be establishing a framework for show. The crowd held its collective breath as the fghter hov- helicopter support and upgrades. fixed-wing and rotary platforms. tions for an umbrella contract for synchronizing maintenance and operations of the world’s frst ered over the runway, and it burst into applause after the jet Leonardo may also benefit from There will be additional bidding op- fxed-wing training. “smart” fghter feet. By sharing data across the coalition, mili- touched down for a vertical landing at RAF Fairford, England. funding for the development of an portunities to work on company pro- The Air Support to Defense Op- taries that fy the F-35 will be able to track and analyze criti- Although the jet has now proven its ability to operate out- unmanned rotorcraft, according to grams for U.K. suppliers, it says. erational Training requirement—the cal information—from repair and maintenance trends to the side the U.S., questions remain about how the program will CEO Mauro Moretti. Although this Boeing’s commitments could look first of two phases of which are ex- movement of hostile actors across a region. The difculties manage its worldwide repair and maintenance enterprise. has yet to be formally confrmed, local more tangible by year-end, as it be- pected to get underway in 2020—will stem from participating nations’ desire to protect both the As part of the global sustainment plan, the Joint Program member of Parliament Marcus Fysh gins to seriously examine prospects see a selected commercial operator native industrial base and sovereign security data. Ofce (JPO) has divided the world into three zones—North says the partnering arrangement is for permanent facilities, probably at deliver red air aggressor and elec- As officials struggle to balance the need for efficiency America, Europe and the Asia-Pacifc region—with the in- backed by “initial seed funding” for a U.K. airport where it can perform tronic warfare training across the with national interests, the commander of U.S. Air Forces tent of establishing regional hubs for airframe, engine and future products. that MRO and training work, bring- U.K. armed forces, replacing a num- in Europe and Africa is urging the allies to put aside policy various component work. The Defense Ministry says the ing together several facilities dotted ber of individual contracts with an disagreements and take advantage of the new technology. North America’s F-35s will be built and maintained out of Apaches will be new-build airframes, around the country into one location. umbrella contract with a single opera- “What continues to give us the asymmetric advantage is Lockheed Martin’s Fort Worth facility. But the JPO is still frm- but to reduce costs the new feet will The Defense Ministry also used tor, which could be worth £1.2 billion the ability to do command and control; the art is to be able ing up a blueprint for overhauling aircraft in Europe and the recycle components from the exist- the Farnborough Airshow to an- over 15 years. c to move information from machine to machine—uninhibited Pacifc, according to JPO Chief Lt. Gen. Christopher Bogdan.

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The JPO has said Italy will provide Europe’s heavy air- Video See the F-35B’s fying—and hovering—display at the frame maintenance out of a fnal assembly and check-out Farnborough Airshow AviationWeek.com/fIAf-35B (FACO) facility in Cameri. Meanwhile Turkey, Norway and the Netherlands will build depots for heavy engine work. In the Pacifc, Japan and Australia will be responsible for heavy tain its feet in-country and doing so would eat into crucial airframe and depot maintenance, with Japan agreeing to aircrew fight hours. stand up its own FACO out of Nagoya. “In the end, a model will have to come out, I think, for all But none of that is necessarily set in stone, Bogdan of our nations that ofers value and drives down cost, and if cautions. that’s not the case, then [I doubt] a proposition will be able to “We are always looking for best value, so over the next 3-5 stay alive,” says Lt. Gen. Dennis Luyt, new chief of the Royal years as the capability is stood up in those countries, we will Netherlands Air Force. continue to assess if the program is achieving best value,” Though the plan is still evolving, the JPO is looking to Bogdan says. “If not, then we will take a look at what we make some decisions on the European and Pacifc hubs for need to do in those locations to increase our efciency and component repair by November, Bogdan says. Over the next efectiveness, or if we have to invest elsewhere.” few years, the partners will continue to evaluate the best Some countries are going rogue, signaling they want to locations to maintain the jets’ electronics, avionics, and hy- perform all heavy maintenance on the jets in-country, instead draulic and mechanical support equipment. of at preestablished regional facilities. Israel, for instance, Lockheed, which manages the storage and distribution of has plans to stand up an F-35 logistics center at Nevatim Air F-35 parts worldwide, understands the need to tailor sustain- Base, and top Israeli ofcials say the aircraft will leave the ment for each nation that fies the new fghter jet, says Jef country only for combat missions. Babione, the company’s F-35 program manager. “Where do you want to do the maintenance? How do you want to do the maintenance? What kind of control do you want?” Babione asks. “We try to be as flexible as possible.” Although Lockheed is responsible for managing the allocation of parts around the world through the Autonomic Logistics and Infor-

An F-35 over RAF Fairford performed a fyover with an aerial refueling tanker and demonstrated hover and vertical landing at the Royal International Air Tattoo. mation System (ALIS), the U.S. government actually owns the components, a construct that generates efciencies and cost savings for all the partners. But ALIS presents its own set of policy challenges. Through the internal logistics system, Lockheed theoretically is able to Crown Copyright track the status of each part of each aircraft Meanwhile, the U.K., via a joint BAE Systems, Northrop worldwide. But the fact that Lockheed and the U.S. govern- Grumman and state-owned Defense Electronics and Com- ment now potentially have eyes on sovereign information ponents Agency team, is making a bid to become the F-35 does not sit well with some foreign militaries. avionics sustainment hub in Europe. The U.K. is laying the Each country has the ability to flter what feet infor- groundwork for a Freedom of Action facility where workers mation—specifc aircraft location or failure incidents, for can apply stealth coatings and perform other crucial main- instance—is shared via ALIS to the rest of the world, says tenance work on British soil. David Scott, Lockheed’s vice president of business develop- At the same time, Rolls-Royce will soon be getting its ment and strategy for training and logistics solutions. The hands on Pratt & Whitney’s F135 engine. Though the U.K. data is distilled as it rises through the ALIS hierarchy, so has not ofcially announced any intent to build an engine that participating nations have the option to provide fail- depot, the latest agreement between Rolls and Pratt for ure information without identifying all the details of the support work on the U.K.’s F-35B engines at RAF Marham, incident. England, gives the British company the opportunity to po- Lockheed is working through complex cyberanalysis and tentially expand coverage beyond the LiftSystem technology strict policy regulations to develop solutions that fit the for the U.S. and international feets. needs of each customer individually, says Babione. On the other hand, smaller countries such as Norway “How do we make sure that no one else can see informa- and the Netherlands are counting on cost savings and ef- tion from other countries? It’s a complex cyberanalysis as fciencies generated by the shared sustainment enterprise. well as very clear government-to-government rules for how Norwegian F-35 pilot Lt. Col. Martin “Tintin” Tesli says to share that information,” Babione says. “Each country Norway does not have the resources to independently sus- has a decision to make about what information they want

30 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

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An F-35 over RAF Fairford performed a fyover with an aerial refueling tanker and demonstrated hover and vertical landing at the Royal International Air Tattoo. mation System (ALIS), the U.S. government actually owns the components, a construct that generates efciencies and cost savings for all the partners. But ALIS presents its own set of policy challenges. Through the internal logistics system, Lockheed theoretically is able to THE MORE REALISTIC THE TRAINING, Crown Copyright track the status of each part of each aircraft Meanwhile, the U.K., via a joint BAE Systems, Northrop worldwide. But the fact that Lockheed and the U.S. govern- Grumman and state-owned Defense Electronics and Com- ment now potentially have eyes on sovereign information ponents Agency team, is making a bid to become the F-35 does not sit well with some foreign militaries. THE MORE READY THE PILOT avionics sustainment hub in Europe. The U.K. is laying the Each country has the ability to flter what feet infor- groundwork for a Freedom of Action facility where workers mation—specifc aircraft location or failure incidents, for can apply stealth coatings and perform other crucial main- instance—is shared via ALIS to the rest of the world, says tenance work on British soil. David Scott, Lockheed’s vice president of business develop- At the same time, Rolls-Royce will soon be getting its ment and strategy for training and logistics solutions. The hands on Pratt & Whitney’s F135 engine. Though the U.K. data is distilled as it rises through the ALIS hierarchy, so has not ofcially announced any intent to build an engine that participating nations have the option to provide fail- To become one of the world’s most skilled pilots takes training depot, the latest agreement between Rolls and Pratt for ure information without identifying all the details of the and experience. L-3 delivers both — with total training solutions support work on the U.K.’s F-35B engines at RAF Marham, incident. for military and commercial customers worldwide. Our advanced England, gives the British company the opportunity to po- Lockheed is working through complex cyberanalysis and tentially expand coverage beyond the LiftSystem technology strict policy regulations to develop solutions that fit the technologies provide a fully immersive learning environment, for the U.S. and international feets. needs of each customer individually, says Babione. maximizing pilot readiness while reducing costs. With unparalleled On the other hand, smaller countries such as Norway “How do we make sure that no one else can see informa- realism, L-3 prepares pilots on the ground for success in the sky. and the Netherlands are counting on cost savings and ef- tion from other countries? It’s a complex cyberanalysis as fciencies generated by the shared sustainment enterprise. well as very clear government-to-government rules for how Norwegian F-35 pilot Lt. Col. Martin “Tintin” Tesli says to share that information,” Babione says. “Each country EXPERTISE: AT THE CORE OF EVERYTHING WE DO. L-3COM.COM Norway does not have the resources to independently sus- has a decision to make about what information they want

30 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

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to share or not share, and so we work with those countries to share that information, then we have less ability to under- to enable ALIS to do that kind of tailoring.” stand what their trend analysis and reliability challenges are But by frewalling certain information, the partners may and not as much ability to help solve those issues,” says Scott. be limiting the potential of the ffth-generation capability. The more information a fleet can provide Lockheed “The information gives us a broader perspective on how through ALIS, the easier it is to help the customer work the feet is performing as a whole, so if a country chooses not through failures and reliability challenges, Scott says. Fat Girl China reportedly wants a bigger successor to its new airlifter Bradley Perrett Beijing

InternatIonal avIatIon

eveloping a big airlifter in nine years would not be a bad Avic ceremoniously began Y-20 deliveries in June. Dperformance for an experienced manufacturer of jet transports. For Avic, which has begun deliveries of the fight-test aircraft is unknown, as is the extent of difculty Y-20 Kunpeng, turning out the 200-metric-ton (440,000 lb.) encountered. aircraft in that time looks like quite an achievement. Development of the Airbus A400M Atlas—smaller than The program has laid a foundation for future large-aircraft the Y-20 but featuring a new turboprop engine—took 10 programs, say state media, which also report that another, years. Kawasaki Heavy Industries began deliveries of the bigger airlifter is planned. Avic was already known to have C-2 in June, after 15 years of development. The C-2 is about proposed a smaller airlifter, the Y-30. as big as the A400M but uses the very mature General Elec- The four-engine Y-20 was delivered in June and entered tric CF6-80C2 engine. service in July with the Saturn D-30KP medium-bypass tur- Unlike Boeing and Airbus, Avic has not previously com- bofan or a local version called the WS-18. A later version of pleted development of aircraft of anything like its new air- the aircraft should be powered by the Chinese WS-20 high- lifter’s size. Extensive predevelopment, beginning in the bypass turbofan. Deliveries have begun earlier than expected, early 1990s, must have helped shorten the Y-20 program. maybe earlier than the air force expected. In 2013, two military And Avic probably had much Ukrainian help, since Antonov academics who likely had knowledge of the program said the began acting as a consultant to the Chinese group around type could not enter service before 2017. The aircraft, in the the turn of the century. weight class of the Ilyushin Il-76 but wider and shorter, frst There is no report on when the Y-20 may be operational. few in January 2013 (AW&ST Feb. 4, 2013, p. 26). At least two units were present at the acceptance ceremony, The Y-20 program began in 2007, says Xinhua news agency, showing the narrow nacelles of the D-30KP. They were paint- apparently referring to the beginning of full-scale developed in a dark gray much like the shade the U.S. Air Force uses ment. The approximately nine-year program compares with for its strategic airlifters. Markings included the air force in- the 8.5 years that Boeing predecessor McDonnell Douglas signia, a large national fag on the tail fn and, on the forward needed for the 265-metric-ton C-17 Globemaster, which was fuselage, “Chinese Air Force” in Chinese characters. In the powered by a military version of Pratt & Whitney’s PW2000. designation, “Y” stands for “yun,” meaning transportation. Y-20 fight testing took 41 months, compared with 21 for “Kunpeng” means “roc,” an enormous mythical bird of prey. the C-17. That suggests thoroughness, but the number of Xinhua says the aircraft’s nickname is Fat Girl.

32 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p26-33.indd 32 7/14/16 6:35 PM Defense to share or not share, and so we work with those countries to share that information, then we have less ability to under- “The broader the pool of information, the more thorough tion to make better, faster tactical decisions, says Goldfein. to enable ALIS to do that kind of tailoring.” stand what their trend analysis and reliability challenges are and robust the analysis is,” he says. “But we believe the ben- “That’s the fundamental question of the future: How do we But by frewalling certain information, the partners may and not as much ability to help solve those issues,” says Scott. efts of providing some level of detail will be obvious to most work our way into a common operating system?” Goldfein be limiting the potential of the ffth-generation capability. The more information a fleet can provide Lockheed users and they will take advantage.” says. “So that information-sharing data analysis and being “The information gives us a broader perspective on how through ALIS, the easier it is to help the customer work The crucial next step for the JSF is fguring out how to able to rapidly decide and act on that information becomes the feet is performing as a whole, so if a country chooses not through failures and reliability challenges, Scott says. synchronize both logistics and threat data across the coali- the foundation of our asymmetric advantage.” c

The four-engine Y-20 is a product of the Xian works of Avic’s This lays a foundation for future construction of large aircraft.” Fat Girl large-airplane division, Avic Aircraft. It has a wingspan of One will be bigger, says the China Daily. “China will also 45 m (147 ft.) and payload of 66 metric tons. Gross weight has develop transport jets that are even larger than the Y-20 and been stated as greater than 200 metric tons, probably for the comparable to the Lockheed C-5 Galaxy from the U.S. and China reportedly wants a bigger WS-20 version, which should have at least 20% more thrust. the Antonov An-225 Mriya, designed in the former Soviet Final assembly is done in Xian. Major parts are built at the Union,” the paper states without attribution. successor to its new airlifter same plant, the Observer, a Shanghai news service, reported The report must be treated with care, however, since the Bradley Perrett Beijing last year. Other parts come from airlifter specialist Shaanxi China Daily is prone to making mistakes on aerospace sub- Aircraft Corp., which is another unit of Avic Aircraft, from the jects. The 640-metric-ton An-225, the world’s largest air- Chengdu and Shenyang plants of Avic’s fghter division and craft, is not at all in the same class as the 381-metric-ton C-5, from Harbin Aircraft, which belongs to Avicopter. nor does China have any obvious reason to build an airlifter “More than 1,000 Y-20s will be needed,” says the head of three times the size of the Y-20. Avic’s Large Aircraft Development Ofce, Zhu Qian, citing Shaanxi Aircraft, builder of the Y-9 turboprop airlifter, ex- U.S. and Russian experience. The fgure is surprising. The hibited a model of the Y-30 in 2014. That aircraft, comparable U.S. has 222 C-17s and 46 Lockheed Martin C-5s. to the Hercules and Embraer KC-390, had then progressed “This project has accumulated valuable experience in the only as far as a concept design, and even the choice between area of large-aircraft development,” says Xinhua. “It has pro- jet and propeller engines had not been made. Although of- duced a high-quality team of personnel that can steadily move cials say the air force wants the Y-30, it is not known to have forward with complex organization of large-scale engineering. entered full-scale development. c

InternatIonal avIatIon September 27-29, 2016 Singapore Expo Convention and Exhibition Centre eveloping a big airlifter in nine years would not be a bad Avic ceremoniously began Y-20 deliveries in June. Dperformance for an experienced manufacturer of jet SINGAPORE transports. For Avic, which has begun deliveries of the fight-test aircraft is unknown, as is the extent of difculty Y-20 Kunpeng, turning out the 200-metric-ton (440,000 lb.) encountered. aircraft in that time looks like quite an achievement. Development of the Airbus A400M Atlas—smaller than MRO Asia-Pacifc Our 2016 conference details the strategies, insights and tools The program has laid a foundation for future large-aircraft the Y-20 but featuring a new turboprop engine—took 10 you’ll need to lead the next generation of MRO and achieve programs, say state media, which also report that another, years. Kawasaki Heavy Industries began deliveries of the delivers exclusive access business outcomes. Speakers include: bigger airlifter is planned. Avic was already known to have C-2 in June, after 15 years of development. The C-2 is about to the world’s leading proposed a smaller airlifter, the Y-30. as big as the A400M but uses the very mature General Elec- solution providers. James Barrington Jeffrey Lam The four-engine Y-20 was delivered in June and entered tric CF6-80C2 engine. Group Director Airframe Chief Operating Offcer service in July with the Saturn D-30KP medium-bypass tur- Unlike Boeing and Airbus, Avic has not previously com- Services, HAECO ST Aerospace bofan or a local version called the WS-18. A later version of pleted development of aircraft of anything like its new air- Register by August 30 and the aircraft should be powered by the Chinese WS-20 high- lifter’s size. Extensive predevelopment, beginning in the get your Conference Pass bypass turbofan. Deliveries have begun earlier than expected, early 1990s, must have helped shorten the Y-20 program. Andrew Hewitt Rahul Shah maybe earlier than the air force expected. In 2013, two military And Avic probably had much Ukrainian help, since Antonov for only $595 and get FREE Head of Engineering SVP & Managing Director, academics who likely had knowledge of the program said the began acting as a consultant to the Chinese group around access to the exhibition hall! Contracts & Leasing, Middle East, Africa and type could not enter service before 2017. The aircraft, in the the turn of the century. Aircraft Leasing, India Operations, AAR Corp. weight class of the Ilyushin Il-76 but wider and shorter, frst There is no report on when the Y-20 may be operational. Air New Zealand few in January 2013 (AW&ST Feb. 4, 2013, p. 26). At least two units were present at the acceptance ceremony, The Y-20 program began in 2007, says Xinhua news agency, showing the narrow nacelles of the D-30KP. They were paint- Kevin Kirkpatrick Tim Shaver apparently referring to the beginning of full-scale developed in a dark gray much like the shade the U.S. Air Force uses Executive Director Manager (Acting) Aftermarket Operations, Aircraft Maintenance ment. The approximately nine-year program compares with for its strategic airlifters. Markings included the air force in- Asia, Pratt & Whitney Division, AFS-300, FAA the 8.5 years that Boeing predecessor McDonnell Douglas signia, a large national fag on the tail fn and, on the forward needed for the 265-metric-ton C-17 Globemaster, which was fuselage, “Chinese Air Force” in Chinese characters. In the powered by a military version of Pratt & Whitney’s PW2000. designation, “Y” stands for “yun,” meaning transportation. Y-20 fight testing took 41 months, compared with 21 for “Kunpeng” means “roc,” an enormous mythical bird of prey. mroasia.aviationweek.com the C-17. That suggests thoroughness, but the number of Xinhua says the aircraft’s nickname is Fat Girl.

32 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 33

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targeted performance goals remain Rig Ready under wraps. “We cannot specify the number of stages, although it is in the AFRL evaluations lead way toward follow-on range of what normal combat engines are used to seeing. The compression three-stream engine development initiative ratio numbers are classifed. It is a high OPR [overall pressure ratio] compres- Guy Norris Los Angeles sor, but the number is classifed. Stage loading is the name of the game, and eneral Electric and the U.S. Air the culmination of an effort begun we are doing that using our latest aero- GForce are starting tests of ad- by GE in 2012. dynamic capabilities. We’re getting vanced compressor and fan rigs Revealing new details about the test more compression in a smaller space that will pave the way for a follow-on plan, Dan McCormick, general manag- compared to legacy engines,” he avers. development and test program of full er of GE Aviation Advanced Combat While mechanical details of GE’s three-stream, adaptive combat engines. Engine programs, says: “The compres- adaptive-cycle architecture also remain The rig tests, which will run for the sor rig will run through the rest of the closely guarded, it is known that the next fve months at the Air Force Re- summer and into the early part of the major sections of the engine translate search Laboratory’s Compressor Re- fall. As soon as that rig is fnished, we’ll fore-and-aft during the transition from search Facility at Wright-Patterson remove it, and install the fan rig, which one phase to another. The resulting AFB, Ohio, form a bridge to the start also will run for a couple of months. We change in the center of gravity, added of a possible full development and expect the fan rig to be done at the end to the requirement to fit within the procurement pro- existing F-35 engine bay, represents gram for adaptive “a signifcant challenge,” says McCor- engines for future mick. “We worked for about a year Air Force and U.S. trying to optimize the configuration Navy sixth-genera- for mechanical interface, weight and tion fghters. Three-stream The AETD compressor and fan are engines are mul- derived from designs tested by GE tirole. The engine under the Adaptive Versatile En- is designed to gine Technology (Advent) program. provide additional mass flow for in- center of gravity. I think we have come creased propulsive to a good solution for the F-35 if the Air efciency and low- Force and Defense Department choose er fuel burn dur- to move forward with an application to ing cruise. When that airframe. I am very comfortable combat power is General electric with where we have ended up today. required, they must be able to change of this year or early 2017 at the latest.” Lockheed verifed we have good com- configuration to provide additional The compressor is full-scale while patibility in those three areas.” core fow for higher thrust and cooling the fan rig is a partial-scale version Beyond AETP, GE “will continue to air. This morphing capability is consid- of the actual engine-size fan, now tar- mature the design of the AETD archi- ered vital for increasing both the range geted at an eventual production engine tecture,” he adds. A detailed design re- and high-speed performance of future in the 45,000-lb.-thrust range suitable view is scheduled for late 2017, followed U.S. fghters and may even be used to for installation in the F-35. “That is re- by the release of drawings for building reengine Lockheed Martin’s F-35 Joint lated more to hardware costs and facil- a full engine. GE expects to build three Strike Fighter in the 2020s. ity capability in running a scaled fan, test engines starting in 2019. The frst The frst concrete steps toward de- which is a typical approach we use,” engine will be used to evaluate the ba- velopment of an adaptive production says McCormick. sic mechanical design, the second will fghter engine were taken on June 30 The compressor rig tests are aimed assess performance and operability, when initial contracts valued at $2 bil- at proving designs for higher stage load- and the third will vet durability. lion were awarded to GE and Pratt ings, which will be capable of produc- AETP, scheduled to run through & Whitney for the Adaptive Engine ing the far higher compression ratios 2021, involves potential options for actu- Transition Program (AETP). required by future adaptive engines. ally installing an adaptive engine in an For now, however, the focus is on Much of the design know-how for F-35. “There is an option for an installed testing the building blocks of the these higher-performing cores spins of ground run, in which one of the ground new variable-cycle engine concepts commercial engines such as the CFM test engines is installed in an aircraft for under development by the two U.S. Leap-1 and GE9X. “It is closely tied to systems-integration information that engine-makers. Conducted under the the temperatures and pressure ratios we can’t get in a test cell,” says McCor- Adaptive Engine Technology Devel- that we can run in the engine, which are mick. “There is another option of per- opment (AETD) program, the tests derived from commercial development forming a fight demonstration. The Air will validate key elements of these programs,” says McCormick. Force will decide if they want to execute future three-stream engines and are Details of the number of stages and any of those options,” he adds. c

34 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p34.indd 34 7/14/16 4:22 PM PROPULSION targeted performance goals remain Rig Ready under wraps. “We cannot specify the number of stages, although it is in the The world meeting of naval technologies for the future AFRL evaluations lead way toward follow-on range of what normal combat engines are used to seeing. The compression three-stream engine development initiative ratio numbers are classifed. It is a high OPR [overall pressure ratio] compres- Guy Norris Los Angeles sor, but the number is classifed. Stage loading is the name of the game, and eneral Electric and the U.S. Air the culmination of an effort begun we are doing that using our latest aero- th GForce are starting tests of ad- by GE in 2012. dynamic capabilities. We’re getting 25 vanced compressor and fan rigs Revealing new details about the test more compression in a smaller space EDITION that will pave the way for a follow-on plan, Dan McCormick, general manag- compared to legacy engines,” he avers. development and test program of full er of GE Aviation Advanced Combat While mechanical details of GE’s three-stream, adaptive combat engines. Engine programs, says: “The compres- adaptive-cycle architecture also remain The rig tests, which will run for the sor rig will run through the rest of the closely guarded, it is known that the next fve months at the Air Force Re- summer and into the early part of the major sections of the engine translate search Laboratory’s Compressor Re- fall. As soon as that rig is fnished, we’ll fore-and-aft during the transition from search Facility at Wright-Patterson remove it, and install the fan rig, which one phase to another. The resulting AFB, Ohio, form a bridge to the start also will run for a couple of months. We change in the center of gravity, added of a possible full development and expect the fan rig to be done at the end to the requirement to fit within the procurement pro- existing F-35 engine bay, represents gram for adaptive “a signifcant challenge,” says McCor- engines for future mick. “We worked for about a year Air Force and U.S. trying to optimize the configuration Navy sixth-genera- for mechanical interface, weight and tion fghters. Three-stream The AETD compressor and fan are engines are mul- derived from designs tested by GE tirole. The engine under the Adaptive Versatile En- is designed to gine Technology (Advent) program. provide additional mass flow for in- center of gravity. I think we have come creased propulsive to a good solution for the F-35 if the Air efciency and low- Force and Defense Department choose er fuel burn dur- to move forward with an application to ing cruise. When that airframe. I am very comfortable combat power is General electric with where we have ended up today. required, they must be able to change of this year or early 2017 at the latest.” Lockheed verifed we have good com- configuration to provide additional The compressor is full-scale while patibility in those three areas.” core fow for higher thrust and cooling the fan rig is a partial-scale version Beyond AETP, GE “will continue to air. This morphing capability is consid- of the actual engine-size fan, now tar- mature the design of the AETD archi- ered vital for increasing both the range geted at an eventual production engine tecture,” he adds. A detailed design re- and high-speed performance of future in the 45,000-lb.-thrust range suitable view is scheduled for late 2017, followed U.S. fghters and may even be used to for installation in the F-35. “That is re- by the release of drawings for building reengine Lockheed Martin’s F-35 Joint lated more to hardware costs and facil- a full engine. GE expects to build three Strike Fighter in the 2020s. ity capability in running a scaled fan, test engines starting in 2019. The frst The frst concrete steps toward de- which is a typical approach we use,” engine will be used to evaluate the ba- velopment of an adaptive production says McCormick. sic mechanical design, the second will fghter engine were taken on June 30 The compressor rig tests are aimed assess performance and operability, th st when initial contracts valued at $2 bil- at proving designs for higher stage load- and the third will vet durability. 17 21 2016 lion were awarded to GE and Pratt ings, which will be capable of produc- AETP, scheduled to run through OCTOBER & Whitney for the Adaptive Engine ing the far higher compression ratios 2021, involves potential options for actu- PARIS LE BOURGET ally installing an adaptive engine in an Transition Program (AETP). required by future adaptive engines. For now, however, the focus is on Much of the design know-how for F-35. “There is an option for an installed testing the building blocks of the these higher-performing cores spins of ground run, in which one of the ground new variable-cycle engine concepts commercial engines such as the CFM test engines is installed in an aircraft for under development by the two U.S. Leap-1 and GE9X. “It is closely tied to systems-integration information that engine-makers. Conducted under the the temperatures and pressure ratios we can’t get in a test cell,” says McCor- WWW.EURONAVAL.FR Adaptive Engine Technology Devel- that we can run in the engine, which are mick. “There is another option of per- opment (AETD) program, the tests derived from commercial development forming a fight demonstration. The Air will validate key elements of these programs,” says McCormick. Force will decide if they want to execute Jocelyn de Virel Julie Boozer Sabrina Jonas future three-stream engines and are Details of the number of stages and any of those options,” he adds. c Sales manager Sales assistant Sales contact for Maritime Safety & + 33 (0)1 56 59 15 05 + 33 (0)1 56 59 15 06 Security, Motorisation and Propulsion [email protected] [email protected] + 33 (0)1 56 59 15 10 - [email protected] 34 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p34.indd 34 7/14/16 4:22 PM 607AWB35_REV1.indd 1 7/14/2016 1:47:00 PM MAnufActuring

Pennsylvania and Texas. Along with producing powders, the Additive company is targeting other additive techniques, including its recently unveiled Ampliforge process, a hybrid technique that combines additive and traditional manufacturing. Investments Ampliforge is a suite of post-printing processes that will take a nearly complete additively manufactured part and treat Alcoa and Hexcel make statements it using traditional manufacturing techniques such as forg- ing, improving performance through a “best-of-both-worlds” with manufacturing initiatives production approach. Hot isostatic pressing is another applicable process. Michael Bruno Pittsburgh and Washington Alcoa says Ampliforge can enhance the properties of 3-D- printed parts, for example by improving microstructure f Alcoa was known for providing aluminum, then soon-to- to increase toughness and strength, when compared with Ibe Arconic—its coming spinof serving aerospace manufac- parts made solely through additive manufacturing. Produc- turing and other industries—wants to be known for some- ing near-net parts by 3-D printing, meanwhile, reduces the thing else: problem-solving via additive manufacturing (AM). metal used in forgings. Alcoa is piloting the technique at its Hexcel Corp., the leading aerospace composite materi- Pittsburg technical center and in Cleveland. als provider, may be seeking a similar reputation if another Alcoa is expected to deliver its frst AM parts to Airbus recent announcement is any indication. soon for use in commercial airliners under a deal unveiled Since the summer started, both companies have unveiled major new initiatives featuring AM, sometimes called 3-D printing. On May 31, Hexcel announced a “strategic” buy-in at Oxford Performance Materials (OPM). The privately owned company produces thermoplastic, carbon fiber-rein- Alcoa opened its 3-D-printing metal powder production plant in July at its technology campus outside Pittsburgh.

forced 3-D-printed parts for commercial aerospace and defense applications. Details of the fnancial commitment were not provided, but executives say the investment creates a partnership between the Connecticut-based companies to “advance the commercial application of this growing AlcoA manufacturing technology to serve the aerospace market.” in April. “Airbus gave us the frst contract that they have Specifcally, the money will go to joint business develop- ever given out for commercial pieces on the airplane,” Klaus ment eforts and to expand OPM’s production capacity un- Kleinfeld, chairman and CEO of Alcoa, told Aviation Week der its Oxfab technology platform. OPM says it is the frst in June. company to successfully apply AM with polymer polyether- Other companies are unveiling AM-related fnancing, too. ketoneketone. On June 30, Norsk Titanium AS, one of the earliest suppliers “Hexcel represents the gold standard in carbon fber and of aerospace-grade 3-D-printed structural titanium parts, composite material technologies, and our core target mar- announced the successful close of its second-quarter 2016 kets are extremely complementary,” says OPM Chairman funding round. and CEO Scott DeFelice. According to Norsk, that included a $10 million equity in- “With the adoption of these lightweight, high-performing vestment from midmarket private equity frm Insight Equity materials expected to accelerate, this is an ideal opportu- Holdings, another $10 million via a debt facility from Harbert nity for our two companies to work together, enabling faster European Growth Capital Fund I and a combined $5 million product development and adoption for our customers,” says equity investment from a “number of smaller investors.” Hexcel Chairman, CEO and President Nick Stanage. “We chose to invest in Norsk Titanium because their Meanwhile, on July 6, Alcoa formally unveiled its 3-D- Rapid Plasma Deposition technology is heralded as one of printing metal powder-production facility at the Alcoa the most disruptive processes in additive manufacturing, Technical Center just outside of Pittsburgh, the world’s and their strong management team makes it a real game largest light metals research center. Under Arconic’s com- changer in a sector so often bereft of true innovation,” says ing quasi-materials-agnostic approach, it will produce pro- Johan Kampe, senior managing director at Harbert. prietary titanium, nickel and aluminum powders specif- The $25 million funding round follows $125 million to sup- cally for 3-D-printed aerospace parts. port the development of Norsk Titanium’s Plattsburgh, New Alcoa says the plant is part of a $60 million investment in York, factory, which is part of Norsk’s proposed $1 billion, advanced 3-D-printing materials and processes and builds 10-year project in the state. Those funds were provided by on its AM capabilities in California, Georgia, Michigan, New York State as part of its 2016 budget. c

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Pennsylvania and Texas. Along with producing powders, the in the implementation phase,” he says. Additive company is targeting other additive techniques, including its Health Checks Triumph’s past philosophy was to recently unveiled Ampliforge process, a hybrid technique acquire companies and let them oper- that combines additive and traditional manufacturing. Tier 1 suppliers adapt to rate demands and ate entrepreneurially. “We grew 25% a Investments Ampliforge is a suite of post-printing processes that will year for 20-plus years, and that’s quite take a nearly complete additively manufactured part and treat cost pressures from aircraft manufacturers remarkable,” says Crowley. “But the Alcoa and Hexcel make statements it using traditional manufacturing techniques such as forg- company had size, and not scale. It ing, improving performance through a “best-of-both-worlds” Graham Warwick Washington and Michael Bruno Wichita wasn’t getting the value, the ‘one plus with manufacturing initiatives production approach. Hot isostatic pressing is another ap- one equals three’ of having all plicable process. or the aircraft industry’s Tier 1 consolidating, closing lo- these companies.” Michael Bruno Pittsburgh and Washington Alcoa says Ampliforge can enhance the properties of 3-D- Fsuppliers, supporting the prod- cations, reducing costs, As it was at Spirit, the frst printed parts, for example by improving microstructure uct development and production derisking programs and priority is to improve execu- f Alcoa was known for providing aluminum, then soon-to- to increase toughness and strength, when compared with ramp-up plans of Airbus, Boeing and developing new oferings tion on existing programs, Ibe Arconic—its coming spinof serving aerospace manufac- parts made solely through additive manufacturing. Produc- others while meeting manufacturers’ that combine the extant as a key step toward winning turing and other industries—wants to be known for some- ing near-net parts by 3-D printing, meanwhile, reduces the demands for cost reductions has put capabilities within the more business. “Delivering on thing else: problem-solving via additive manufacturing (AM). metal used in forgings. Alcoa is piloting the technique at its the sector into turnaround mode as it company. commitments is our number Hexcel Corp., the leading aerospace composite materi- Pittsburg technical center and in Cleveland. seeks both savings and growth. “We are changing from one priority, and building a als provider, may be seeking a similar reputation if another Alcoa is expected to deliver its frst AM parts to Airbus One of the biggest Tier 1s, Spirit a decentralized company culture around performance recent announcement is any indication. soon for use in commercial airliners under a deal unveiled AeroSystems with net sales of $6.64 bil- to centralized. We are go- and returning all red and yel- Since the summer started, both compa- lion in 2015, is emerging from a revamp ing from many parallel low programs to green,” says nies have unveiled major new initiatives fea- engineered by former Lockheed Martin companies flying in for- Tom Gentile, CEO Crowley. The second priority turing AM, sometimes called 3-D printing. executive Larry Lawson, who retires at mation to business lines Spirit AeroSystems is to become predictably prof- On May 31, Hexcel announced a “strategic” the end of July after just three years as and true P&Ls [profit itable, avoiding further write- buy-in at Oxford Performance Materials president and CEO. and loss centers],” says ofs and meeting cash targets. (OPM). The privately owned company pro- Now Triumph Group, with net sales Crowley. “We are linking “It’s a two-year turnaround, duces thermoplastic, carbon fiber-rein- of $3.89 billion for the year ended the companies, providing but we’ll show progress well March 31, is entering a turnaround a common infrastruc- before that,” he asserts. Alcoa opened its 3-D-printing metal spearheaded by Dan Crowley, a former ture, resetting strategies Triumph took a $1.3 billion powder production plant in July at its executive at Lockheed Martin and then and restarting growth, so charge in its fourth quarter to technology campus outside Pittsburgh. at Raytheon, who was appointed presi- there is a lot going on at cover the rate reduction on the dent and CEO in December. once.” Boeing 747-8, write of develop- forced 3-D-printed parts for commercial That Lawson followed Crowley Triumph hopes to em- ment costs on the Bombardier aerospace and defense applications. as head of first the F-35 Joint Strike ulate Spirit’s signifcantly Global 7000 wing, and other Details of the fnancial commitment were Fighter (JSF) program and then Lock- increased profitability Dan Crowley, CEO impairments and restructur- not provided, but executives say the invest- heed’s Aeronautics unit is just one of and cash flow over the Triumph Group ing costs. “We dealt very di- ment creates a partnership between the many connections in a Tier 1 sector past two years, achieved rectly with the 747, which was Connecticut-based companies to “advance where supplier positions on multiple through improved operating efciency, a rate slowdown, not a performance the commercial application of this growing AlcoA programs with multiple manufacturers cost cutting and the divesting of un- problem. Both the 747 and 767 are de- manufacturing technology to serve the aerospace market.” in April. “Airbus gave us the frst contract that they have is the sought-after recipe for success. proftable programs. Gentile is taking livering on time now,” Crowley says. Specifcally, the money will go to joint business develop- ever given out for commercial pieces on the airplane,” Klaus Those connections include Spirit’s over a company that is well positioned Bombardier in 2015 extended the ment eforts and to expand OPM’s production capacity un- Kleinfeld, chairman and CEO of Alcoa, told Aviation Week transfer of its loss-making Gulfstream but has challenges, including securing Global 7000 program by two years in der its Oxfab technology platform. OPM says it is the frst in June. wing work in Tulsa, Oklahoma, to Tri- a new deal with Boeing, cutting supply- a move to derisk its own business. “On company to successfully apply AM with polymer polyether- Other companies are unveiling AM-related fnancing, too. umph in December 2014, and Triumph’s chain costs and fnding growth. Bombardier, it was a choice to write ketoneketone. On June 30, Norsk Titanium AS, one of the earliest suppliers rise as a supplier on the F-35 with a July “There is no hurry to get a deal of the launch of development. We still “Hexcel represents the gold standard in carbon fber and of aerospace-grade 3-D-printed structural titanium parts, agreement making it a second source done,” says Gentile of the Boeing ne- have some to go, but think we have composite material technologies, and our core target mar- announced the successful close of its second-quarter 2016 for engine and structural components. gotiations, as the company is working greatly retired the risk on that pro- kets are extremely complementary,” says OPM Chairman funding round. For new Spirit CEO Tom Gentile, under an extension to its last 10-year gram,” Crowley says. “Then we have and CEO Scott DeFelice. According to Norsk, that included a $10 million equity in- who joined the company in April from agreement, signed when Wichita-based a couple of smaller programs we are “With the adoption of these lightweight, high-performing vestment from midmarket private equity frm Insight Equity GE Capital, the main tasks are to craft Spirit was divested from Boeing Com- still watching.” materials expected to accelerate, this is an ideal opportu- Holdings, another $10 million via a debt facility from Harbert a long-term contract with primary cus- mercial Airplanes. On supply-chain Crowley set up a program ofce to nity for our two companies to work together, enabling faster European Growth Capital Fund I and a combined $5 million tomer Boeing—responsible for 85% of savings, there is no Spirit-wide target, drive the transformation, tasked with product development and adoption for our customers,” says equity investment from a “number of smaller investors.” the company’s revenue—while cutting he says, noting that costs can be cut identifying the best practices within the Hexcel Chairman, CEO and President Nick Stanage. “We chose to invest in Norsk Titanium because their costs in its own supply chain by pur- at every supplier, by 5-30%. Spirit will company and deploying them across Meanwhile, on July 6, Alcoa formally unveiled its 3-D- Rapid Plasma Deposition technology is heralded as one of suing “should cost” price deals. Gen- conduct its own design reviews on out- Triumph. “They are finding that this printing metal powder-production facility at the Alcoa the most disruptive processes in additive manufacturing, tile says he will do these things while sourced parts to arrive at “should-cost” site has the best safety practices, this Technical Center just outside of Pittsburgh, the world’s and their strong management team makes it a real game maintaining planned share buybacks, pricing, and use more dual sourcing to one the best supply-chain management, largest light metals research center. Under Arconic’s com- changer in a sector so often bereft of true innovation,” says performing on current contracts and drive competition. others the best cash management, tran- ing quasi-materials-agnostic approach, it will produce pro- Johan Kampe, senior managing director at Harbert. agreed-to ramp-ups, as well as pursu- Triumph’s frst step is to consolidate sition to production, lean manufactur- prietary titanium, nickel and aluminum powders specif- The $25 million funding round follows $125 million to sup- ing growth, particularly in business jet to 22 operating companies, from 47, and ing or labor relations. The good prac- cally for 3-D-printed aerospace parts. port the development of Norsk Titanium’s Plattsburgh, New and defense sectors. cut the workforce by 8%. “We’ve identi- tices are out there,” he says. Alcoa says the plant is part of a $60 million investment in York, factory, which is part of Norsk’s proposed $1 billion, Crowley’s task is to turn a collection fed the 10 factories we are going to close Key to the new strategy is growing advanced 3-D-printing materials and processes and builds 10-year project in the state. Those funds were provided by of more than 40 companies acquired out of 73, and the businesses we are go- Triumph’s Integrated Systems business. on its AM capabilities in California, Georgia, Michigan, New York State as part of its 2016 budget. c over the years into “One Triumph” by ing to divest that are not core; we are This includes gearboxes, actuators, hy-

36 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 37

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draulic, fuel and thermal systems, and other for the frst time. I’m constantly a lot of that is going to go away. We have full-authority digital engine controls making introductions.” some fedgling activities there, but we (FADEC), areas “in which we do the When Crowley joined Triumph, he need to go faster,” he says. kind of work where we have more design expected to encounter 47 company Spirit, meanwhile, is looking at authority and add more value,” he says. presidents all telling him to keep his growth in a defense market that wants Triumph has targeted cost reduc- hands off their business. “The truth the afordability a commercial high-rate tions of $300 million, but Crowley also is that many of those entrepreneurial producer can bring. Here the compa- wants to take capabilities within the leaders have left. There are managers ny’s role on Northrop Grumman’s B-21 company and combine them into new now that are open to a diferent model bomber program represents major products with higher value. “There’s a and see that what we have been doing new business. Gentile is also interest- point at which it is hard to take cost out hasn’t universally worked. I have been ed in the aftermarket and in providing of a system. You get down to the core pushing on an open door,” he says. third-party machining and fabrication value of the raw materials, so the step “We had three or four fuel-system for other aerospace companies. you can take in driving down not only companies, two hydraulic companies, For Triumph, working with Northrop cost, but size, weight and power, is to two in thermal systems, fve or six ac- to transition the composite wing for combine systems,” he says. tuation companies, so by bringing them the MQ-4C Triton unmanned aircraft “We have a design concept around a together I get more engineering critical to production from a challenging de- combined fuel controller and FADEC mass,” he says, noting: “Some of these velopment phase is critical. “Showing that will eliminate boxes and therefore companies had become so small they Bombardier what we can do on the cost and size, weight and power. Those were not really viable.” Global 7000 ramp [up] is the next big product road maps are just now com- R&D funding is being pooled and fo- challenge. And we can do more on the ing together as we combine businesses cused on areas such as additive manu- Joint Strike Fighter as the rate goes that used to compete, or at least not facturing. “It can transform the way we up,” says Crowley. “But the calling card talk to each other,” Crowley says. “Peo- operate because we do a lot of metal re- for what you can do is always how you ple in the company are meeting each moval, but we know within our lifetime are performing today.” c TeCHnOLOGY The introduction of touch screens Touching Experience on the 777X, seen here under test in a 787 engineering cab, will mark the frst use of this technology in a Multitouch commercial airliner. technology comes pedestal. The devices enable pilots to move the cursor across active areas to commercial just as in the 787 fight deck. Two control knobs will also be on the electronic transport cockpits fight information system glareshield panel to provide dedicated interaction with the screens in navigation display Boeing/Marian Lockhart format only. Guy Norris Seattle displays will have digital resistive mul- To prevent inadvertent entries, Boe- titouch-screen capability that will click ing is “looking at what to do with the he flight-deck displays of Boe- on “fnger lift.” The name of the chosen bezel design to make sure the crew has Ting’s 777X stretched twinjet will touch-screen component supplier has the ability to [maneuver] it without false incorporate touch screens, mark- not yet been released. Rockwell Col- touches,” says Feldmann, adding that in ing the frst time this technology will lins has launched touch-screen tech- turbulence, the crew can use a tab to be featured on the fxed displays on a nology as part of its Pro Line Fusion click through the options, as on the 787. commercial transport aircraft. upgrade package, while Honeywell has “Our airlines are anxious for this Boeing says the decision to use touch- developed the feature for the Symmetry and, just like on the iPhone and iPad, screen technology, which is currently fight deck on Gulfstream G500/G600 this is multitouch so you can size the targeted at high-end business jets and business jets. display,” explains Feldmann, who turboprops, refects the consensus of its The interactivity element follows notes that Boeing “worked hard with launch airline customer group. “They that of the original 777 fight deck, on industry,” to provide the capability. all want to go forward to a future where which the concept of a cursor device Referencing electronic flight bags, they have touch capability in the fight was introduced into a Boeing commer- which include installed Class 3 de- deck,” says the 777X vice president and cial aircraft. The pedestal-mounted vices with touch-screen features as general manager, Bob Feldmann. “We cursor control devices (CCD), which standard, he says: “You have all this think we [will have] the frst airplane include a wrist rest to steady control capability, and on the fight deck our to make it [seem] like something they in turbulence, will be eliminated from customers expect more of us. We’re at . . . use in their daily lives.” the 777X cockpit. In place of the CCDs, the right time in the program to make All fve of the 777X fight deck’s Rock- two rotary cursor control knobs will a confguration decision; we have and well Collins 15.1-in. landscape-format be located on either side of the central are moving out on this.” c

38 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p37-38.indd 38 7/14/16 11:08 AM Business CommerCiAl AviAtion draulic, fuel and thermal systems, and other for the frst time. I’m constantly a lot of that is going to go away. We have confrms. For her, the outcome should full-authority digital engine controls making introductions.” some fedgling activities there, but we Summer be a GMBM that is nondiscriminatory (FADEC), areas “in which we do the When Crowley joined Triumph, he need to go faster,” he says. and ensures signifcant environmental kind of work where we have more design expected to encounter 47 company Spirit, meanwhile, is looking at integrity. The system should not distort authority and add more value,” he says. presidents all telling him to keep his growth in a defense market that wants Suspense competition and should be efective and Triumph has targeted cost reduc- hands off their business. “The truth the afordability a commercial high-rate enforceable. tions of $300 million, but Crowley also is that many of those entrepreneurial producer can bring. Here the compa- Most emissions deal “My impression is that an MBM is wants to take capabilities within the leaders have left. There are managers ny’s role on Northrop Grumman’s B-21 not in question anymore,” she says. company and combine them into new now that are open to a diferent model bomber program represents major criteria remain fuid “The world agrees that we need to products with higher value. “There’s a and see that what we have been doing new business. Gentile is also interest- point at which it is hard to take cost out hasn’t universally worked. I have been ed in the aftermarket and in providing Cathy Buyck Brussels and Dublin IATA wants to cap airlines’ CO2 of a system. You get down to the core pushing on an open door,” he says. third-party machining and fabrication emissions from 2020 on and is value of the raw materials, so the step “We had three or four fuel-system for other aerospace companies. n three months, ofcials of 191 states advocating a global market-based you can take in driving down not only companies, two hydraulic companies, For Triumph, working with Northrop Iwill gather in Montreal to deliberate measure system to help achieve cost, but size, weight and power, is to two in thermal systems, fve or six ac- to transition the composite wing for on a global market-based measure this goal. combine systems,” he says. tuation companies, so by bringing them the MQ-4C Triton unmanned aircraft (GMBM) to address carbon dioxide “We have a design concept around a together I get more engineering critical to production from a challenging de- (CO2) emissions in international avia- find an agreement around the MBM. combined fuel controller and FADEC mass,” he says, noting: “Some of these velopment phase is critical. “Showing tion. International Civil Aviation Orga- However, how to reach this goal is now that will eliminate boxes and therefore companies had become so small they Bombardier what we can do on the nization (ICAO) Council President Olu- the subject of negotiations.” She adds cost and size, weight and power. Those were not really viable.” Global 7000 ramp [up] is the next big muyiwa Benard Aliu says he “frmly” that she expects negotiations to be product road maps are just now com- R&D funding is being pooled and fo- challenge. And we can do more on the believes the political will exists to real- “challenging,” as “several important ing together as we combine businesses cused on areas such as additive manu- Joint Strike Fighter as the rate goes ize a GMBM solution at the ICAO As- countries have signaled difering views that used to compete, or at least not facturing. “It can transform the way we up,” says Crowley. “But the calling card sembly, Sept. 27-Oct. 7. on some key elements of the proposal talk to each other,” Crowley says. “Peo- operate because we do a lot of metal re- for what you can do is always how you Willie Walsh, CEO of International tabled by Council President Aliu.” ple in the company are meeting each moval, but we know within our lifetime are performing today.” c Airlines Group (IAG) and chairman Whether the EU ETS will remain of the International Air Transport As- in its current form is unclear at this TeCHnOLOGY sociation (IATA) board of governors, stage. Simon McNamara, director The introduction of touch screens says he, too, has a “firm, firm belief” general of the European Regions Air- on the 777X, seen here under test ICAO will deal with the GMBM at the line Association, believes the whole Touching Experience assembly. Even the European Commis- scheme—including the current ETS in a 787 engineering cab, will mark mtreasure/istock sion (EC) is compromising; Transport that applies to intra-EEA fights—has the frst use of this technology in a Commissioner Violeta Bulc says she is the EU ETS. Legally, it will return to to be scrapped from 2017 on if a deal Multitouch commercial airliner. convinced “the world agrees with the its full scope from 2017 unless sufcient is reached on a GMBM. Some mem- technology comes pedestal. The devices enable pilots to fact that we need to fnd an agreement progress on a GMBM is made at the up- bers of the European Parliament and move the cursor across active areas around the MBM.” coming ICAO assembly. nongovernmental organizations sup- to commercial just as in the 787 fight deck. Two con- But how close to a deal are we really, But it is unlikely the full scope will be port the opposite view and argue that trol knobs will also be on the electronic and what is the deal that is being ham- reinstated. The EU does not want an- the European regional plan (the EU transport cockpits fight information system glareshield mered out? In addition, what is happen- other debacle, and the bloc’s transport considers intra-EEA as “domestic” panel to provide dedicated interaction ing to the European Union’s emissions ministers have all made it clear the EC trafc and sees the ETS in its current with the screens in navigation display trading scheme (EU ETS)? Most insid- needs to be fexible and open to compro- application as a “domestic tool” to fght Boeing/Marian Lockhart format only. ers agree that including international mise on the GMBM. climate change) is complementary to Guy Norris Seattle displays will have digital resistive mul- To prevent inadvertent entries, Boe- aviation in the EU ETS was a nightmare “In order to avoid criticism from a global mechanism for international titouch-screen capability that will click ing is “looking at what to do with the for airlines and governments around other ICAO countries and to avoid fights and should be maintained. The he flight-deck displays of Boe- on “fnger lift.” The name of the chosen bezel design to make sure the crew has the world; the issue overshadowed the sending negative signals, negotiations EC has steered away from giving a Ting’s 777X stretched twinjet will touch-screen component supplier has the ability to [maneuver] it without false last triennial ICAO assembly. at this stage have to focus on reaching clear statement on the issue, and Bulc incorporate touch screens, mark- not yet been released. Rockwell Col- touches,” says Feldmann, adding that in “The world has moved on,” says Paul an MBM, and stay away from the EU asserts that internal discussion on ing the frst time this technology will lins has launched touch-screen tech- turbulence, the crew can use a tab to Steele, IATA senior vice president, ETS issue,” Latvia’s transport minister, the issue can take place only when the be featured on the fxed displays on a nology as part of its Pro Line Fusion click through the options, as on the 787. while reiterating tactfully that Europe Uldis Augulus, emphasized at the trans- ICAO assembly outcome is known. commercial transport aircraft. upgrade package, while Honeywell has “Our airlines are anxious for this deserves credit for putting on the map port council meeting in Luxembourg on The Montreal-based body did look Boeing says the decision to use touch- developed the feature for the Symmetry and, just like on the iPhone and iPad, the need for a GMBM addressing inter- June 7. His Danish counterpart advised at a global ETS when it tried to defne screen technology, which is currently fight deck on Gulfstream G500/G600 this is multitouch so you can size the national aviation’s CO2 emissions. Fol- Europe to learn from “our experience a global MBM, but the option was dis- targeted at high-end business jets and business jets. display,” explains Feldmann, who lowing years of EU pressure, ICAO’s from the last [ICAO] assembly where missed because an ETS is “extremely turboprops, refects the consensus of its The interactivity element follows notes that Boeing “worked hard with member states finally committed at Europe was isolated on the climate is- complicated, and trying to get 191 coun- launch airline customer group. “They that of the original 777 fight deck, on industry,” to provide the capability. their 2013 assembly to develop that sue.” The German transport minister tries to implement something like that all want to go forward to a future where which the concept of a cursor device Referencing electronic flight bags, measure by 2016 and to apply it from pointed out that with 28 votes, the EU would be almost unthinkable,” says they have touch capability in the fight was introduced into a Boeing commer- which include installed Class 3 de- 2020. As a tradeof—and to avoid trade is a minority in ICAO. IATA’s Steele. deck,” says the 777X vice president and cial aircraft. The pedestal-mounted vices with touch-screen features as wars—the EU suspended its ETS re- The EU has only observer status at ICAO also considered a global carbon general manager, Bob Feldmann. “We cursor control devices (CCD), which standard, he says: “You have all this quirements for flights to and from ICAO, but the EC established a common tax on airline tickets, but this option think we [will have] the frst airplane include a wrist rest to steady control capability, and on the fight deck our non-European countries. For 2013-16, position on a GMBM on May 30 and is also was rejected as being “unwork- to make it [seem] like something they in turbulence, will be eliminated from customers expect more of us. We’re at only emissions from fights within the leading the ICAO negotiations on behalf able” related to who would collect and . . . use in their daily lives.” the 777X cockpit. In place of the CCDs, the right time in the program to make European Economic Area (EEA)—the of the member countries. The EC sup- actually distribute the money. “Sover- All fve of the 777X fight deck’s Rock- two rotary cursor control knobs will a confguration decision; we have and 28 EU member states plus Iceland, ports the draft assembly resolution for eign states will put it in their pockets, well Collins 15.1-in. landscape-format be located on either side of the central are moving out on this.” c Liechtenstein and Norway—fall under ICAO’s GMBM presented by Aliu, Bulc and you will never see it again,” he says.

38 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 39

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40 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p39-40.indd 40 7/13/16 1:44 PM CommerCiAl AviAtion TECHNOLOGY

In other words, a tax will not provide China and the U.S. do not see eye tal groups. At the HLM in May, seven the environmental integrity that is the to eye on this issue. China is sensitive states, including Singapore, objected ECO-150R is a refi ned version of purpose of the GMBM: to help airlines to which side of the developed ver- to the use of gross national income per ESAero’s non-cryogenic turboelec- reach carbon-neutral growth from 2020 sus developing country divide it will capita as one of the two criteria to defne tric distributed propulsion concept. and reduce CO2 emissions 50% by 2050 end up on, and has thus far held back whether a state is included. They argued had learned and the tools it had devel- compared to 2005. from taking an overall position on the that it unfairly burdens countries with oped since 2009 and refi ne the design The main proposal now on the table GMBM proposal. Because of this, Chi- low population density. As it stands now, to produce the conventional-electric is carbon ofsetting. ICAO prefers this nese state-owned airlines refrained only states that produce 1% of global ECO-150R confi guration. “We end up option because it is simple enough to from signing the IATA resolution on revenue ton kilometers per air opera- about where the [Boeing] 737-700 is to- be implemented by all countries—in- a GMBM. That resolution, presented tor certificate are being considered. day: 1,646-nm range, 68 seat-mi./gal.,” cluding developing nations—and is at the group’s annual general meeting This is a “poor measure that could lead Vision Vehicle he says. “So we are about where con- less complex than an ETS, more cost in Dublin June 1-3, is “urging” govern- to leaving countries such as Brazil out ventional aircraft are today, but these efective than a tax or a levy and pro- ments to adopt a single GMBM at the of the scheme,” Andrew Murphy, avia- are conservative numbers and there is vides environmental integrity. “Carbon forthcoming ICAO assembly. The res- tion and shipping ofcer at Transport ESAero uses airliner concept to explore room for improvement. We think the ofsetting in itself is very simple. You olution was passed “overwhelmingly,” and Environment, points out. It further aircraft is just going to get better.” Fuel do not have to do anything apart from IATA says. Aerofot also failed to vote weakens the plan’s coverage, and “the electric propulsion integration challenges savings of at least 20-30% over the 737 buying carbon ofset units or credits for it; Russia is supportive of a global emissions gap could be as high as 40% are projected. on the open market from a range of in the frst fve years of Graham Warwick Washington The propulsion system architecture climate projects, approved by the Unit- The ballooning exemptions and the scheme.” for the ECO-150R was infl uenced by a ed Nations, that cut CO2 emissions,” Also still very much lectric propulsion is in its in- inboard split-wing sections. Fuel sav- study performed for NASA by Rolls- Steele explains. Often these projects the formula to calculate if a state in play in the ICAO Efancy. And as in the early days of ings come from the ef ective increase Royce Liberty Works. This showed that are based in developing or emerging discussions is distribu- the jet, when engines were weak in bypass ratio and propulsive ef ciency symmetric thrust distribution can be economies and involve fuel efciency, is in or out of the GMBM worries tion of the carbon of- and thirsty, designers are trying out of each turbine driving multiple fans. maintained in the event of an engine or renewable energy or forestry work. set obligations among different aircraft configurations and The original 2009 concept was aimed fan failure through design of the electric While there seems to be consensus environmental groups operators. Under the propulsion architectures to see if they at NASA’s N+3 time frame for an air- microgrid. This allows full power from on a global ofsetting scheme, many— individual approach, can fi nd ways around the defi ciencies to craft entering service in 2035-40 and one engine to be equally distributed to if not most—of its design elements each operator offsets the promised benefi ts of electric drives. using superconducting electrics cryo- all fans if the other engine fails. are still a work in progress. The major levy on fuel rather than an ofsetting its own growth post-2020. This is a bit One such confi guration is being stud- genically cooled by onboard liquid hy- ESAero also brought thermal man- remaining issues concern the diferen- scheme. of a challenge if you are a small, devel- ied by entrepreneurial design company drogen. The design showed the poten- agement into the design. At the EC- tiation of states; the methodology and Walsh acknowledges that some of oping or fast-growing airline, Steele Empirical Systems Aerospace (ESAero), 150R’s power levels, baseline used to calculate the CO2 emis- IATA’s 265 airlines (comprising 83% of points out. A sectoral approach di- which has been working with NASA the electrical compo- sions that will need to be offset (one global air traffic) expressed reserva- vides the total industry growth across since it started looking at electric pro- year or the average of emissions over a tions on some of the resolution’s arti- the whole sector according to the share pulsion and is now prime contractor for Turboshafts that period of 2-3 years, IATA’s preferred op- cles, but he insists, “they have not been of emissions of the operators, whether the X-57 Maxwell distributed electric tion) and the distribution of obligations. about the industry’s need to address they grow or not. A third possibility is propulsion demonstrator. produce 15,000 The Aliu proposal promotes a phased climate change.” a hybrid, with the sectoral approach Pismo Beach, California-based ES- shp and each drive approach to the inclusion of routes be- At the High-Level Meeting (HLM) transitioning to an individual one over Aero originally developed its ECO-150 two generators are tween certain states. There would be with all 191 ICAO member states in time, or vice versa. split-wing turboelectric distributed located in midspan three levels: “A” nations (major aviation Montreal May 11-13, Singapore foated Can all these outstanding issues be propulsion confi guration in 2009 un- nacelles with markets); “B” countries (midsize avia- the idea of a preimplementation or pilot resolved over the next 120 or so days? der a fi rst phase of a small-business ducted radiators tion markets); and “C” nations (small phase for the GMBM. The reason would “It depends very much on what kind innovative research contract from to cool electric island states, less developed countries be to gain experience with standardized of outcome you want. If you just want NASA. Since then, the ECO-150 design components. and landlocked developed states), with monitoring, reporting and verifcation ICAO to reach a deal, things are not has become a vehicle for understand- the C group excluded from the scheme. processes. But watchdog organization going too badly,” Murphy says. “From ing integration challenges and ramifi - EMPIRICAL SYSTEMS AEROSPACE CONCEPTS nents are estimated to Flights between A countries will be in- Carbon Market Watch fears a real dan- our perspective, it is not sufficient cations of hybrid electric propulsion, produce nearly 1,500 cluded when the offsetting begins in ger exists that such a trial period would that there is an agreement that people says Benjamin Schiltgen, vice presi- tial to reduce fuel burn by 40%, but the kW of heat at top-of-climb fl ight condi- 2021, while B nations would be incor- serve only to delay full implementation. [reach] in Montreal. It needs to pass dent of fi nance. infrastructure required to support the tions. Recirculating-liquid cooling sys- porated starting in 2026. IATA also warns that a preimplementa- some basic minimum level of environ- ESAero has evolved the 150-seat aircraft was far out of reach. tems with P-51 Mustang-style ducted Discussions continue on what to do tion phase should not delay the planned mental credibility.” EC-150 through other funded projects In 2011-12, NASA and the Air Force radiators under the turboshafts cool when an airline is fying between two GMBM start date, because achieving Steele is “pretty optimistic” a deal will and in July will begin a second phase Research Laboratory (AFRL) funded the generators, motors, controllers tiers and how states will be allocated carbon-neutral growth from 2020 and be struck. Much of the legwork on the of the study to assess the confi gura- ESAero to study a dual-use commer- and cables on each side. Cooling-system into the groups. “It is [about] recogniz- addressing the industry’s emissions “is GMBM has been done, but he concedes tion in more detail, including working cial/military transport, to see if hybrid weight is estimated at 20% of electri- ing the diferent levels of maturity of our license to grow,” says IATA outgoing the ICAO negotiations are in a difcult with cost-sharing subcontractor Rolls- electric distributed propulsion could cal system weight, down from previous aviation markets. But quite frankly, it Director General and CEO Tony Tyler. phase, with individual states chiming Royce LibertyWorks on the electrical be feasible in the N+2 time frame projections. is also about politics. It is an attempt to IATA is also “radically opposed,” ac- in with their own positions. “Over the microgrid. The company will also (2025-30 service entry) using conven- In its original study, to estimate lift resolve a political challenge refecting cording to Steele, to the redistribution of summer, there will be a large number of assess the concept’s scalability to an tional noncryogenic electric machines. and drag, ESAero treated the inboard diferentiation between developed and emissions not covered by the scheme— behind-the-scenes bilateral discussions 80-seat design, the ECO-80, which it Projected fuel savings were less than wing simply as a symmetric airfoil developing countries,” Steele admits. as the result of phased implementation to try to broker an agreement. Hopefully hopes could form the basis of a future with cryogenic superconducting elec- split down the middle into upper and But, he stresses, it is an enshrined or exemptions—to those operators that on Oct. 7, smoke will appear, and we will X-plane demonstrator. trics. “But the design closed, which lower sections. But an AFRL-funded principle that all operators on the same are subject to the program. have a market-based-measures solution The ECO-150 has two turboshaft en- was a surprise, although it did not propulsion-airframe integration study route should be subject to the same The ballooning exemptions and the for aviation. The aviation industry is gines mounted midspan on the wing, perform too well,” says Schiltgen. by Lockheed Martin found an 8% im- rules and the same cost base, “because formula to calculate if a state is in or fully committed to climate action and driving generators that power an ar- In 2015, ESAero decided to take provement in cruise aerodynamics with otherwise you get market distortions.” out of the GMBM worries environmen- supports a GMBM.” c ray of 16 ducted fans embedded in the the technology advances and all it similar inboard profi les, Schiltgen says,

40 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 41

AW_07_18_2016_p39-40.indd 40 7/13/16 1:44 PM AW_07_18_2016_p41-43.indd 41 7/12/16 12:11 PM TECHNOLOGY

so ESAero conducted a full 3-D compu- trailing edge, and the ECO-150R needs improvements, so we need to do a full tational fl uid dynamics (CFD) analysis. only short-chord, short-span Flower fl ight envelope study,” Schiltgen says. This study led to reshaping of the fl aps to provide high lift at low speed. More work on sizing the propulsion inboard wing to minimize drag while “We get enough powered lift to meet the system is planned. Where the power maintaining adequate volume and spac- takeof requirements,” Schiltgen says. output of the turboshafts lapses with ing for the electrical components. The “The ECO-150R is credible, and altitude as air density decreases, the lower surface has a shorter chord and is there is much room for improvement,” electrical machines do not. Sizing the fl attened relative to the upper surface. he says. Some of those potential im- propulsion system for top-of-climb, as Fan diameter has decreased slightly provements will be investigated under is usual, results in far more power at and motor length decreased dramati- the study’s second phase, which is “not sea level than required, and absorbing cally because of advances in the electric about making a product, but . . . we that power drives the size and weight components since 2009. “We are not hope to come out with a better aircraft.” of the electrical system. Sizing each split-wing zealots, but it is working out Phase 2 will include more CFD analy- individual component to its particular pretty well,” Schiltgen says. sis. “Phase 1 was our fi rst shot at 3-D performance requirements should sig- The split wing with its embedded CFD and showed it operates very close- nifi cantly reduce their weight. propulsion provides a powered-lift ly to a normal wing, but the Lockheed Phase 2 will also include a look at benefi t due to the fans blowing over the Martin study also found aerodynamic hybrid electric distributed propulsion,

an advanced lidar (light-detection and ranging) laser system designed to act Green Team as both a detection system for clear air turbulence as well as a source of E170 tests focus on turbulence detection, air data independent of conventional boundary layer sensing and noise reduction The Embraer 170 is the fi rst non- Boeing aircraft to be used in the EcoDemonstrator test role. sensing systems. “Turbulence detection is my primary area of interest, but we are also looking at other aircraft applications that use air data, such as engines,” says Sinnett. The only aerodynamic feature to be EMBRAER Guy Norris Seattle tested is a revised filler shape in the cove behind the leading-edge slats of suite of new technologies aimed safety and alternate fuels, and so this the E170 wings. “We are really good Aat potential improvements in year’s EcoDemonstrator is going to about the bulk of the slat, but there are aircraft ef ciency, noise, emis- be an E170,” says Boeing Commercial areas where attention to detail is really sions and safety will be jointly tested Airplanes Product Development Vice important,” says Sinnett, referring to by Boeing and Embraer later this sum- President Mike Sinnett. “We’ve been the noise-generating transition areas mer as part of the U.S. manufacturer’s collaborating with Embraer on flight between slats. “So we are working on continuing series of EcoDemonstrator safety areas like better runway situa- unique devices to attenuate the noise. fl ying testbeds. tional awareness, energy management In this particular case, it is specifi c to The technologies, ranging from an and common flight management ap- the confi guration of the E170, but the advanced boundary layer data system proaches and biofuels. It’s been a really basic science is what we are after, to to ice-phobic paint, will be fl ight tested great way of partnering with them and fi gure out how to more cost-ef ectively in Brazil on Embraer’s 170 prototype. learning how they do things,” he adds. reduce approach noise without impact- The latest EcoDemonstrator is the The broader cooperative agreeing aerodynamics.” fourth in the series since the program ment, which also encompasses support Development and testing of a bound- began with tests of a 737-800 in 2012, of Embraer’s KC-390 tanker-transport ary layer data system refl ects the grow- and it is the first to involve another program, included the establishment ing importance of this technology area major aircraft maker. The research of a joint biofuel research center in to both manufacturers. Careful control initiative, which was agreed between the Brazilian company’s Sao Jose and monitoring of the airfl ow closest the two companies in 2015, builds on a dos Campos headquarters. The site, to the wing surface, and particularly growing relationship that dates from which opened in 2015, performs bio- measuring when the flow transitions 2012, when Boeing and Embraer an- fuel research and coordinates studies do become turbulent, will be key to the nounced a broad technical and strate- with Brazilian universities and institu- success of drag-reducing technologies gic cooperative agreement. tions. Biofuels will be among several and laminar fl ow confi gurations being “We’ve had an ongoing relation- advances tested in the upcoming trials. studied for future aircraft. “This is to ship with Embraer related to flight The test package also incorporates help us understand the health of the

42 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p41-43.indd 42 7/12/16 12:11 PM TECHNOLOGY so ESAero conducted a full 3-D compu- trailing edge, and the ECO-150R needs improvements, so we need to do a full and using energy stored in batteries This tailless design has been incor- vehicle concepts to tool development. tational fl uid dynamics (CFD) analysis. only short-chord, short-span Flower fl ight envelope study,” Schiltgen says. or supercapacitors to supplement the porated into ESAero’s smaller ECO-80 This eventually led us to being prime This study led to reshaping of the fl aps to provide high lift at low speed. More work on sizing the propulsion turboelectric power, and so reduce the concept, developed by chief scientist contractor on the X-57,” he says. inboard wing to minimize drag while “We get enough powered lift to meet the system is planned. Where the power weight of the components further. Darold Cummings. “Not only is BLI en- “Now ESAero is in the fortunate po- maintaining adequate volume and spac- takeof requirements,” Schiltgen says. output of the turboshafts lapses with Another part of the study will entail abled, but longitudinal control author- sition of working on multiscale efects ing for the electrical components. The “The ECO-150R is credible, and altitude as air density decreases, the reducing the size of the vertical tail, and ity seems plausible in this confgura- in both concept design and hardware. lower surface has a shorter chord and is there is much room for improvement,” electrical machines do not. Sizing the potentially eliminating it. This involves tion,” says Schiltgen. “Phase 2 will look There is a compounding efect as we fl attened relative to the upper surface. he says. Some of those potential im- propulsion system for top-of-climb, as adding boundary layer ingestion (BLI) at controllability. We think it is possible design, put hardware together, take Fan diameter has decreased slightly provements will be investigated under is usual, results in far more power at to the fattened fuselage between the to demonstrate a tailless airliner.” A f- lessons learned from hardware inte- and motor length decreased dramati- the study’s second phase, which is “not sea level than required, and absorbing V tails. Additional electric ducted fans nal element will be design work on a gration and reapply them to our paper cally because of advances in the electric about making a product, but . . . we that power drives the size and weight would re-energize the fuselage wake to manned ECO-80 demonstrator using designs,” he says. “Each cycle comes components since 2009. “We are not hope to come out with a better aircraft.” of the electrical system. Sizing each reduce drag and blow over an aft Coan- a McDonnell Douglas MD-80 fuselage with more and more ‘aha’ moments, split-wing zealots, but it is working out Phase 2 will include more CFD analy- individual component to its particular da body fap. This blown fap would be as a base. and the rate at which we are learning pretty well,” Schiltgen says. sis. “Phase 1 was our fi rst shot at 3-D performance requirements should sig- used for longitudinal control, while the “The centerpiece of all our hy- how to apply turboelectric and hybrid The split wing with its embedded CFD and showed it operates very close- nifi cantly reduce their weight. quick-acting split-wing propulsion sec- brid work is the ECO-150, and it has electric distributed propulsion to vari- propulsion provides a powered-lift ly to a normal wing, but the Lockheed Phase 2 will also include a look at tions would provide lateral control, al- spawned dozens of other projects ous vehicle and mission combinations benefi t due to the fans blowing over the Martin study also found aerodynamic hybrid electric distributed propulsion, lowing the tail to be eliminated. related to hybrid propulsion, from is astounding.” c

an advanced lidar (light-detection and boundary layer, but it is not an airplane the extent of laminar flow over the The fights will also evaluate a special ranging) laser system designed to act technology, it is an instrumentation wing surface with infrared detectors. ice-phobic surface treatment, concep- Green Team as both a detection system for clear technology,” says Sinnett. “That’s something we are not ready to tually similar to the anti-insect “bug- air turbulence as well as a source of Boeing will not provide details of talk about yet,” says Sinnett. “We are phobic” coating tested last year on the E170 tests focus on turbulence detection, air data independent of conventional the data system, although in previous learning better how to understand the 757. “We are looking at ways to use less boundary-layer-related tests such as health of the boundary layer in fight energy for deicing or anti-icing aircraft, boundary layer sensing and noise reduction the recent 757 EcoDemonstrator proj- test so we can match our flight-test and ice-phobic paint is one way of doing The Embraer 170 is the fi rst non- c Boeing aircraft to be used in the ect in 2015, the company measured predictions with what we actually get.” that,” says Sinnett. EcoDemonstrator test role. sensing systems. “Turbulence detection is my primary area of interest, but we are also looking at other aircraft applications that use air data, such as engines,” says Sinnett. The only aerodynamic feature to be EMBRAER Guy Norris Seattle tested is a revised filler shape in the cove behind the leading-edge slats of suite of new technologies aimed safety and alternate fuels, and so this the E170 wings. “We are really good Aat potential improvements in year’s EcoDemonstrator is going to about the bulk of the slat, but there are aircraft ef ciency, noise, emis- be an E170,” says Boeing Commercial areas where attention to detail is really sions and safety will be jointly tested Airplanes Product Development Vice important,” says Sinnett, referring to by Boeing and Embraer later this sum- President Mike Sinnett. “We’ve been the noise-generating transition areas mer as part of the U.S. manufacturer’s collaborating with Embraer on flight between slats. “So we are working on continuing series of EcoDemonstrator safety areas like better runway situa- unique devices to attenuate the noise. fl ying testbeds. tional awareness, energy management In this particular case, it is specifi c to The technologies, ranging from an and common flight management ap- the confi guration of the E170, but the advanced boundary layer data system proaches and biofuels. It’s been a really basic science is what we are after, to to ice-phobic paint, will be fl ight tested great way of partnering with them and fi gure out how to more cost-ef ectively in Brazil on Embraer’s 170 prototype. learning how they do things,” he adds. reduce approach noise without impact- The latest EcoDemonstrator is the The broader cooperative agreeing aerodynamics.” fourth in the series since the program ment, which also encompasses support Development and testing of a bound- began with tests of a 737-800 in 2012, of Embraer’s KC-390 tanker-transport ary layer data system refl ects the grow- and it is the first to involve another program, included the establishment ing importance of this technology area major aircraft maker. The research of a joint biofuel research center in to both manufacturers. Careful control initiative, which was agreed between the Brazilian company’s Sao Jose and monitoring of the airfl ow closest the two companies in 2015, builds on a dos Campos headquarters. The site, to the wing surface, and particularly growing relationship that dates from which opened in 2015, performs bio- measuring when the flow transitions Generic parts don’t always yield the savings 2012, when Boeing and Embraer an- fuel research and coordinates studies do become turbulent, will be key to the you expect. We make the electrical, mechanical, nounced a broad technical and strate- with Brazilian universities and institu- success of drag-reducing technologies UNISONINDUSTRIES.COM and power components manufacturers trust. gic cooperative agreement. tions. Biofuels will be among several and laminar fl ow confi gurations being “We’ve had an ongoing relation- advances tested in the upcoming trials. studied for future aircraft. “This is to ship with Embraer related to flight The test package also incorporates help us understand the health of the

42 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 43

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The Next many cycles of this before and have just had to rekindle our skills at dealing with the type of bank financing Frontier used for these kinds of programs. Britain’s joint work with France on an unmanned combat air vehicle demonstrator looks like it will be Not long after the U.K. voted to extremely important on a number leave the European Union, BAE of levels, particularly for retaining Systems CEO Ian King sat down key engineering skills. with Aviation Week London Actually, there are a number of pro- Bureau Chief Tony Osborne. King, grams that protect that skills base. who has led the British aerospace One is Typhoon, which will now stay and defense company since 2008, in service until 2040 —adding new capabilities, and getting the e-scan foresees little impact from Brexit radar was a major part of that. Then on U.K. defense budgets. Rather, there are high-end systems-engineer- BAE expects rising defense ing and aeronautical skills that apply to the unmanned arena and the joint spending in Britain and abroad program with France. We are also in and intends to expand on its role embryonic discussions with Turkey providing service and support to about supporting them and their next- generation fghter. So I am not worried the F-35 Joint Strike Fighter. that there is not strong demand for the very highly qualifed skills we have in BAE SYSTEMS this area. AW&ST: So Britain decided to Is there likely to be any impact vote its way out of the European from Brexit on the defense BAE has spent a fortune on devel- Union (EU). What impact, if any, industry overall? oping its unmanned capabilities, will that have on BAE’s business? yet seems determined to focus I don’t see any knee-jerk reaction at them on unmanned combat air King: Our core markets are the U.S., all. . . . I would argue that this will be vehicles as opposed to other U.K. and Saudi Arabia, and that is viewed as a call to arms—sorry for the potential missions and roles. where we have our technology and pun—and will put a greater focus on Why is that? IPR [intellectual property rights]. I U.K. exports and maintaining its de- don’t see any reason why the U.K.’s fense and security postures. We have Well, it is not quite a fortune, but we defense and security policies are go- had lots of discussions, and the govern- have allocated quite a bit of capital. ing to change. The Strategic Defense ment’s message is that it remains busi- Our view is that we want to retain our and Security Review was a defnition ness as usual. lead in this sector, but from a high-end of the U.K.’s defense requirements as perspective rather than the low-end a sovereign nation; it was unrelated Defense budgets appear to be perspective of surveillance drones. to its continued membership in the increasing. What is BAE’s outlook? Could we use these skills as this EU. For the frst time we have a much sector develops? Yes, we could, but it better defnition of what [the Defense In the U.S., the answer to that is yes, helps us to retain the capabilities to do Ministry] wants and the capability we absolutely can see that defense more unmanned and manned as well. requirement. This is not an issue spending is going up from the trough There will be another manned pro- with any immediate direct impact on it was in. When we look at our port- gram. . . . I am confdent there will be our business. folio across our electronic-systems one, though I cannot define what it business, our ship-repair and land is today. Unmanned is not a replace- But you urged your employees to businesses, we are in the right spots. ment for manned; it is in parallel with vote to remain in the EU? Saudi Arabia is continuing to mature manned aircraft. I think it was an its defense capabilities. We know it has urban myth that this was the end of A number of employees asked us what been operationally challenged of late [the] manned industry. But there are the company’s position was. But there as well, but the only impact we are see- certain missions that will make use of is no material efect on our business. ing is on funding. unmanned, and there are missions for Our decision to advocate “Remain” was The days of large down payments manned, in harmony with key assets more about the uncertainty of not being and cash advances are gone, so we such as Typhoon and F-35. in the EU rather than the impact on our will go back to normalized funding When it comes to the next genera- business. If you look at our share price, arrangements. But there is nothing tion of manned programs, we will have the market views us as a safe haven. new about this. We have gone through the capabilities to deliver our custom-

44 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p44-45.indd 44 7/8/16 5:06 PM FACE TO FACE BAE SYSTEMS CONCEPT

BAE Systems’ investment in Reaction Engines Ltd. could potentially The Next many cycles of this before and have lead to a high-speed, rapid-response just had to rekindle our skills at deal- surveillance or strike aircraft. ing with the type of bank financing Frontier used for these kinds of programs. Britain’s joint work with France on an unmanned combat air vehicle demonstrator looks like it will be Not long after the U.K. voted to extremely important on a number leave the European Union, BAE of levels, particularly for retaining Systems CEO Ian King sat down key engineering skills. with Aviation Week London Actually, there are a number of pro- Bureau Chief Tony Osborne. King, grams that protect that skills base. who has led the British aerospace One is Typhoon, which will now stay and defense company since 2008, in service until 2040 —adding new capabilities, and getting the e-scan ers’ requirements, and that is what expertise and prime contracting ca- duction, it was in recognition of the foresees little impact from Brexit radar was a major part of that. Then our planning is about. pabilities to something that is tech- timing of future contracts and to make on U.K. defense budgets. Rather, there are high-end systems-engineer- nology-driven, and there is quite a sure we had a continuous production BAE expects rising defense ing and aeronautical skills that apply There appears to be an increasing synergy between the organizations. It line to be able to bid and build for to the unmanned arena and the joint emphasis on growth in Turkey, is likely to fi nd a commercial use fi rst, those programs. spending in Britain and abroad program with France. We are also in where BAE was selected to but from a BAE Systems perspective, Typhoon is a highly supportable and intends to expand on its role embryonic discussions with Turkey assist with development of an we do not see ourselves getting back equipment set, and the U.K. has providing service and support to about supporting them and their next- indigenous fi ghter. What are the into providing payloads in the com- committed to the next generation of generation fghter. So I am not worried company’s Turkish ambitions? mercial space sector. capability in terms of the weapons fi t, the F-35 Joint Strike Fighter. that there is not strong demand for the radar fi t and 2040 out-of-service date, very highly qualifed skills we have in Turkey is a growing market, but it Beyond Turkey, what other all of which bolsters other nations’ BAE SYSTEMS this area. also requires industrial participa- markets are you looking at? confidence that it will be continu- AW&ST: So Britain decided to Is there likely to be any impact tion. We have been there for 25 years ously upgraded into the future. Our vote its way out of the European from Brexit on the defense BAE has spent a fortune on devel- in our joint venture, FNSS (Defense We have one successful line in India plans have not changed in terms of Union (EU). What impact, if any, industry overall? oping its unmanned capabilities, Systems), which is seen as a Turk- with the Hawk trainer, but we also the quantity of aircraft we expect to will that have on BAE’s business? yet seems determined to focus ish asset and is the country’s largest sell. There are a num- I don’t see any knee-jerk reaction at them on unmanned combat air defense exporter, and they are very ber of opportunities King: Our core markets are the U.S., all. . . . I would argue that this will be vehicles as opposed to other proud of this. Nurol is our partner Typhoon is a highly supportable around the world, so U.K. and Saudi Arabia, and that is viewed as a call to arms—sorry for the potential missions and roles. there, so we have a good working re- we are still confident where we have our technology and pun—and will put a greater focus on Why is that? lationship, and this is an expanding equipment set, and the U.K. about selling Typhoon IPR [intellectual property rights]. I U.K. exports and maintaining its de- business. aircraft internationally. don’t see any reason why the U.K.’s fense and security postures. We have Well, it is not quite a fortune, but we What we are trying to do is form a has committed to the next We will still be produc- defense and security policies are go- had lots of discussions, and the govern- have allocated quite a bit of capital. relationship with Turkish Aerospace ing them in the 2020s ing to change. The Strategic Defense ment’s message is that it remains busi- Our view is that we want to retain our Industries, but they will be the national generation of capability and hopefully still sell- and Security Review was a defnition ness as usual. lead in this sector, but from a high-end lead, and our relationship will be as a ing them. of the U.K.’s defense requirements as perspective rather than the low-end subcontractor. It is valuable in terms have ambitions of selling the M777 a sovereign nation; it was unrelated Defense budgets appear to be perspective of surveillance drones. of application of our skill sets. We are howitzer. Our relationship with Hin- And what about Hawk? to its continued membership in the increasing. What is BAE’s outlook? Could we use these skills as this not a prime contractor, but we are dustan Aeronautics Ltd. (HAL) goes EU. For the frst time we have a much sector develops? Yes, we could, but it supporting them in contract studies back 70 years. We have other aspira- Hawk continues to sell, because better defnition of what [the Defense In the U.S., the answer to that is yes, helps us to retain the capabilities to do to defi ne what we can do for them. I tions, and once you are in there, you where there is a next generation Ministry] wants and the capability we absolutely can see that defense more unmanned and manned as well. am hopeful, but Turkey has challenges are a credible supplier. We are work- of fi ghters, you have to continually requirement. This is not an issue spending is going up from the trough There will be another manned proof its own. ing on an advanced Hawk that would upgrade your training capability. with any immediate direct impact on it was in. When we look at our port- gram. . . . I am confdent there will be be a collaboration with HAL. We are We have sold 1,000 of these globally, our business. folio across our electronic-systems one, though I cannot define what it Last year, BAE Systems invested looking at a technology demonstrator. and we are in a definition phase business, our ship-repair and land is today. Unmanned is not a replace- in Reaction Engines Ltd. Are you It is a combination of work by both of with customers—do they want to go But you urged your employees to businesses, we are in the right spots. ment for manned; it is in parallel with keen to get back into the space us, with the majority being done by us through an upgrade or go through vote to remain in the EU? Saudi Arabia is continuing to mature manned aircraft. I think it was an sector? at the moment as the Hawk’s design a replacement? So it is going to its defense capabilities. We know it has urban myth that this was the end of authority. continue for some time. And we A number of employees asked us what been operationally challenged of late [the] manned industry. But there are There are opportunities to use [Re- have longer-term aspirations: There the company’s position was. But there as well, but the only impact we are see- certain missions that will make use of action’s] Sabre engine technology In 2015, Typhoon production was is still a program with Northrop is no material efect on our business. ing is on funding. unmanned, and there are missions for across a range of applications. It slowed down to keep the lines Grumman in the U.S., with T-X, Our decision to advocate “Remain” was The days of large down payments manned, in harmony with key assets could be applied to our core business warm in anticipation of additional and a lot of that is based on Hawk more about the uncertainty of not being and cash advances are gone, so we such as Typhoon and F-35. and may be potentially useful in un- orders. Will those orders still technology. We have a substantive in the EU rather than the impact on our will go back to normalized funding When it comes to the next genera- manned. It is a new form of jet engine come? workshare, and there are parts of it business. If you look at our share price, arrangements. But there is nothing tion of manned programs, we will have and has space applications as well. that would be built in the U.K. if we the market views us as a safe haven. new about this. We have gone through the capabilities to deliver our custom- We can add our systems-engineering When we slowed down Typhoon pro- are successful. c

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will trounce any rival, as it recently did in Denmark. How- Oh, Canada ever, if Canada opts for a stopgap Super Hornet buy, he does not see the country’s industrial participation continuing at Long-postponed fghter choice today’s level. Fifteen years after Lockheed was selected to develop the has key manufacturers on edge F-35, Canada has not put money down for a single airplane, although it remains a bill-paying member of the JSF program James Drew Washington and Lara Seligman writ large. But in light of the possibility of the country exiting RAF Fairford and Farnborough, England from the program, Lockheed is actively looking at how long it would take another supplier to assume the F-35 work now ome 28 years after accepting its last CF-18 from Mc- performed in Canada, Babione says. SDonnell Douglas, Canada still has no frm plan for “There is a time line where we might have to take a look replacing the battle-worn Hornet, even as its loveless and say, ‘someone else could do that work,’” tapping in a relationship with the Lockheed Martin F-35 endures. partner that actually is buying airplanes, Babione said at After rising to power last November on a platform that the Royal International Air Tattoo in the U.K., where the included breaking with the F-35, the new Liberal government F-35 made its international debut. in Ottawa appears reluctant to de- Royal Canadian a i R Fo RC e Lockheed notes on its F-35 part from the international pro- website that Canadian frms have gram the country has supported already secured more than $750 since 1997, as a nervous industrial million in contracts related to the base calculates the fnancial cost F-35 program across 200 proj- of a Canadian F-35 exit. ects, which is “more than double With important shipbuilding Canada’s current investment in contracts up for grabs at the naval the F-35 program.” shipyards in Halifax, Nova Scotia, Lockheed President/CEO Lockheed—the world’s largest Marillyn Hewson says losing 65 defense contractor—wants to orders would not substantially avoid any “scorched earth” com- afect the price, and industry re- parisons. But ofcials attending mains committed to driving down the Farnborough International the F-35A unit cost to $85 million Airshow stressed that if the gov- A CF-18 Hornet refuels from a C-130 Hercules by 2019. ernment reneges on its planned aircraft during Exercise Maple Flag on June 21, Lockheed Martin Aeronautics buy of 65 stealthy A-model war- in the sky over 4 Wing Cold Lake CFB, Alberta. Vice President Orlando Carvalho planes, work currently performed tells Aviation Week his team is in in Canada could be outsourced to other, more loyal, program the process of answering a questionnaire Canada provided to partners and Foreign Military Sales customers. all the potential bidders. He says his company will coordinate The previous government assessed a range of alternative with the F-35 Joint Program Ofce (JPO) on any workshare platforms after concerns were raised about the delayed and adjustments, should Canada decide to abandon ship. over-budget F-35, since it held no formal competition before Pentagon acquisition chief Frank Kendall says it is up to choosing the Lightning II as its preferred CF-18 replacement. the prime contractor Lockheed, and not the F-35 JPO, to As part of a “seven-point plan” for coming to a decision on fgure out how the workshare will be divided if Ottawa exits. CF-X, ofcials looked at the Boeing F/A-18 Super Hornet, “We will have to deal with that as the situation arises,” he Dassault Aviation Rafale, Eurofghter Typhoon and Lock- says. “I think there would be a pretty strong reaction among heed F-35. Saab declined to participate. the rest of the partners to continuing to provide workshare Prime Minister Justin Trudeau’s government has not so- to a country that’s not participating in buying aircraft.” lidifed its acquisition plan or decided whether to initiate a The Pentagon has no standard process in place to deal traditional fghter competition. The new government tells with one partner withdrawing from the program, but future Aviation Week that it will meet with government representa- contracts with Canadian industry would likely be up in the tives from the Australia, Denmark, France, Germany, Swe- air, Kendall says. “I don’t think we would stop any existing den and U.S. as well as fghter manufacturers as it weighs its work that’s in place; we’re not going to cancel any contracts choice. A decision is expected in the coming months. as far as I’m concerned that are ongoing,” he says. The new government has firted with the idea of buying At stake for Canada in its CF-18 replacement endeavor is F/A-18 Super Hornets as an interim solution, which suggests more than just an aircraft, it is credibility. Trudeau promised a it might take the Australian route by buying aircraft with pro- thorough and decisive source-selection decision—long-awaited visions and wiring for conversion later into Boeing EA-18G by the Royal Canadian Air Force, which is struggling to keep Growler electronic-warfare aircraft. Trudeau has been silent its aircraft mission-capable and is already falling behind on its about the F-35 since assuming his post and has sidestepped commitments to NORAD and NATO. questions about if or when Canada would leave the program. Sajjan says just half of the nation’s 77 Hornets delivered in No matter what fghter aircraft is selected, Canadian De- 1982-88 are available for combat use at any one time. fense Minister Harjit Sajjan wants any deal to include local This means Canada will be less ready to support coalition jobs for skilled laborers as well as high-end technology. contingency operations abroad and will depend more on U.S. Jef Babione, Lockheed’s F-35 vice president and general goodwill and airpower to protect its eastern and western manager, says he is confdent the Joint Strike Fighter (JSF) approaches, just as Western relations with Russia sour. c

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AW_07_18_2016_p46.indd 46 7/14/16 10:22 AM DEFENSE Defense will trounce any rival, as it recently did in Denmark. How- are concerns within the Pentagon about separating the mis- Oh, Canada ever, if Canada opts for a stopgap Super Hornet buy, he does Time to Split? sions but did not specify what those were. not see the country’s industrial participation continuing at Should the disaggregation occur, there will be ample op- Long-postponed fghter choice today’s level. Separating military satellite payloads portunities for allied collaboration on the tactical mission, in- Fifteen years after Lockheed was selected to develop the cluding joint development and hosting of U.S.-supplied tacti- has key manufacturers on edge F-35, Canada has not put money down for a single airplane, could further allied compatibility cal payloads on commercial or allied satellites, Loverro says. although it remains a bill-paying member of the JSF program Many in industry remain skeptical, both about disaggre- James Drew Washington and Lara Seligman writ large. But in light of the possibility of the country exiting Warren Ferster Washington gating AEHF and closer interoperability in general. Loverro RAF Fairford and Farnborough, England from the program, Lockheed is actively looking at how long acknowledges as much, saying sovereignty issues—even it would take another supplier to assume the F-35 work now n upcoming decision on whether to break up the pay- close allies typically resist relinquishing control of critical ome 28 years after accepting its last CF-18 from Mc- performed in Canada, Babione says. Aload set currently aboard the U.S. military’s most se- capabilities—and industrial base considerations often get Donnell Douglas, Canada still has no frm plan for “There is a time line where we might have to take a look cure communications satellites could go a long way in the way. S Martin Lockheed replacing the battle-worn Hornet, even as its loveless and say, ‘someone else could do that work,’” tapping in a toward determining the future of allied interoperability in relationship with the Lockheed Martin F-35 endures. partner that actually is buying airplanes, Babione said at this area, a senior U.S. Defense Department ofcial says. After rising to power last November on a platform that the Royal International Air Tattoo in the U.K., where the Interoperability is most easily achieved when established included breaking with the F-35, the new Liberal government F-35 made its international debut. as a requirement in a program’s early stages, says Douglas in Ottawa appears reluctant to de- Royal Canadian a i R Fo RC e Lockheed notes on its F-35 Loverro, U.S. deputy assistant secretary of defense for space part from the international pro- website that Canadian frms have policy. With the U.S. and its closest allies preparing to spend gram the country has supported already secured more than $750 more on their respective military satellite communications since 1997, as a nervous industrial million in contracts related to the feets in the next decade, there is an opportunity to cultivate base calculates the fnancial cost F-35 program across 200 proj- greater compatibility across these systems. of a Canadian F-35 exit. ects, which is “more than double “That is going to provide a much better capability than With important shipbuilding Canada’s current investment in anything we could do individually, or if we share after the contracts up for grabs at the naval the F-35 program.” fact,” Loverro said at the MilSatCom USA conference in Ar- shipyards in Halifax, Nova Scotia, Lockheed President/CEO lington, Virginia, organized by the SMi Group of London, on Lockheed—the world’s largest Marillyn Hewson says losing 65 June 28-29. “So I would urge us all to commit to that goal, to defense contractor—wants to orders would not substantially create a unifed satellite communications system” by about avoid any “scorched earth” com- afect the price, and industry re- 2025, he adds. parisons. But ofcials attending mains committed to driving down One of the best ways to achieve interoperability is in the the Farnborough International the F-35A unit cost to $85 million design of satellite ground systems, Loverro says. Allied mili- Airshow stressed that if the gov- A CF-18 Hornet refuels from a C-130 Hercules by 2019. taries could take a page from commercial satellite operators’ ernment reneges on its planned Lockheed Martin Aeronautics book and build a ground architecture able to accommodate By the end of 2016, the U.S. military is expected to aircraft during Exercise Maple Flag on June 21, decide on its plan to replace the current generation of buy of 65 stealthy A-model war- in the sky over 4 Wing Cold Lake CFB, Alberta. Vice President Orlando Carvalho satellites built by diferent manufacturers, he says. planes, work currently performed tells Aviation Week his team is in Loverro specifcally identifed protected satellite com- Advanced Extremely High Frequency satellites, which in Canada could be outsourced to other, more loyal, program the process of answering a questionnaire Canada provided to munications as potentially ripe for compatibility. The U.S. are still in production. partners and Foreign Military Sales customers. all the potential bidders. He says his company will coordinate Air Force’s current-generation Advanced Extremely High In the past, interoperability has all to often meant buying The previous government assessed a range of alternative with the F-35 Joint Program Ofce (JPO) on any workshare Frequency (AEHF) satellites, still in production, carry two U.S. equipment, which creates an additional a fnancial bur- platforms after concerns were raised about the delayed and adjustments, should Canada decide to abandon ship. main payloads: a strategic one that enables the national com- den for allies without necessarily benefting their industries over-budget F-35, since it held no formal competition before Pentagon acquisition chief Frank Kendall says it is up to mand authority, led by the president, to execute nuclear war or enhancing their technological capabilities. choosing the Lightning II as its preferred CF-18 replacement. the prime contractor Lockheed, and not the F-35 JPO, to plans; and a secure one to support nonnuclear, or tactical, Cmdr. Jean-Philippe Vautier, satellite communications As part of a “seven-point plan” for coming to a decision on fgure out how the workshare will be divided if Ottawa exits. operations. program ofcer at the French Joint Space Command, says CF-X, ofcials looked at the Boeing F/A-18 Super Hornet, “We will have to deal with that as the situation arises,” he The U.S. military is weighing whether to launch these pay- opportunities to cooperate may emerge in the near and mid- Dassault Aviation Rafale, Eurofghter Typhoon and Lock- says. “I think there would be a pretty strong reaction among loads on separate satellites in the future, with a decision term in protected communications. In the long term, how- heed F-35. Saab declined to participate. the rest of the partners to continuing to provide workshare expected before year-end, Loverro says. Should the Penta- ever, France will want to develop this technology for itself. Prime Minister Justin Trudeau’s government has not so- to a country that’s not participating in buying aircraft.” gon elect to fy them individually, the tactical satellites could Meanwhile, Lockheed Martin Space Systems and Northrop lidifed its acquisition plan or decided whether to initiate a The Pentagon has no standard process in place to deal be closely integrated with comparable allied capabilities, he Grumman Aerospace Systems, the two main industrial con- traditional fghter competition. The new government tells with one partner withdrawing from the program, but future says. tractors on the AEHF satellite program, are leading develop- Aviation Week that it will meet with government representa- contracts with Canadian industry would likely be up in the “It is really hard for any of us to share strategic com- ment of a low-cost AEHF terminal that could pave the way tives from the Australia, Denmark, France, Germany, Swe- air, Kendall says. “I don’t think we would stop any existing munications that deal with the command and control of our for interoperability in the near term. The terminal, developed den and U.S. as well as fghter manufacturers as it weighs its work that’s in place; we’re not going to cancel any contracts most sensitive capabilities,” Loverro says. “And the use of with corporate funding, is designed for exportability and af- choice. A decision is expected in the coming months. as far as I’m concerned that are ongoing,” he says. protected strategic communications has some requirements fordability, says Mark Schwene, director of advanced satellite The new government has firted with the idea of buying At stake for Canada in its CF-18 replacement endeavor is that are not the same as [those] for tactical communications; communications at Northrop Grumman. F/A-18 Super Hornets as an interim solution, which suggests more than just an aircraft, it is credibility. Trudeau promised a they need to work during a nuclear war.” It would be manufactured by Comtech TCS of Annapo- it might take the Australian route by buying aircraft with pro- thorough and decisive source-selection decision—long-awaited Those requirements, he says, are far more rigorous, dif- lis, Maryland, Schwene says, adding that the target cost for visions and wiring for conversion later into Boeing EA-18G by the Royal Canadian Air Force, which is struggling to keep cult and expensive than for secure tactical communications. production versions is under $500,000. That price would Growler electronic-warfare aircraft. Trudeau has been silent its aircraft mission-capable and is already falling behind on its Moreover, because U.S. authorities are loath to introduce any overcome a long-standing barrier to closer allied cooperation about the F-35 since assuming his post and has sidestepped commitments to NORAD and NATO. risk into its nuclear command-and-control capabilities, the on the AEHF program, he adds. questions about if or when Canada would leave the program. Sajjan says just half of the nation’s 77 Hornets delivered in strategic mission tends to resist even evolutionary changes, Loverro points out that the U.S. does not have a monopoly No matter what fghter aircraft is selected, Canadian De- 1982-88 are available for combat use at any one time. he adds. on protected communications technology, and that realizing fense Minister Harjit Sajjan wants any deal to include local This means Canada will be less ready to support coalition The tactical mission, on the other hand, lends itself to al- interoperability is primarily a matter of will. jobs for skilled laborers as well as high-end technology. contingency operations abroad and will depend more on U.S. lied and commercial cooperation as well as evolution. “It’s not a matter of, ‘Can it work?’ it’s a matter of, ‘Do Jef Babione, Lockheed’s F-35 vice president and general goodwill and airpower to protect its eastern and western Loverro says that while he personally favors disaggregat- we want it to work?’” he says. “If we want to make it work, manager, says he is confdent the Joint Strike Fighter (JSF) approaches, just as Western relations with Russia sour. c ing AEHF, the matter has not been decided. He noted there it will.” c

46 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 47

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teroid visit was descoped to a robotic mission, exploration SEP Shift? managers at the agency considered it an excellent technology “pull” for the high-power SEP they want for transporting 20- Mars orbiter in 2022 may be backup ton loads to Mars. The asteroid project has gotten the ball rolling—Aerojet for solar-electric propulsion demo Rocketdyne is in the early stages of a three-year, $67 million contract to develop an advanced SEP system that would de- Frank Morring, Jr. Washington liver the unmanned ARM spacecraft to pluck a boulder from 2008 EVS for later analysis by astronauts orbiting the Moon. fcially, NASA considers the near-Earth asteroid des- But the Republican-led House Appropriations Committee Oignated “2008 EVS” as its “reference target” for a ro- explicitly forbids NASA to spend money in fiscal 2017 “to botic sampling mission scheduled in 2021 that would continue planning eforts to conduct either robotic or crewed demonstrate the solar electric propulsion (SEP) technology missions to an asteroid.” it will need to take humans to Mars. Unofcially, Mars is a Congressional objections do not extend to SEP, which re- more likely target for a SEP demonstration, with launch a tains bipartisan support as a promising solution to the Mars- year later. exploration problem. And NASA has a fallback in a 2022 Mars As is so often the case lately with the U.S. space program, orbiter that could exert the same technology pull for SEP partisan politics will drive the ultimate decision. The Asteroid upgrades as a visit to an asteroid. Redirect Mission (ARM) is an ofshoot of President Barack “With solar electric you have a very efcient way of getting Obama’s 2010 call for a human asteroid probe. Congressional that bird out there,” says Rick Davis, assistant director for Republicans want no part of it. science and exploration in NASA’s Science Mission Director- With the resolution probably riding on the outcome of the ate. “It can be bigger than what we have done previously. And Nov. 8 elections, engineers working on the SEP system for the even more important, when the satellite arrives at Mars, it asteroid efort are pressing to keep it fexible enough to handle has abundant power—which we have always been short of in both the ARM and a Mars orbiter under study for the plan- the Mars exploration program—because we are not using it etary launch window in 2022 that could also use the technology. for thrusters anymore.” “From our perspective, what we are trying to do is say to Davis says he acts as a bridge between the science and them, ‘Do not focus it down so narrowly that if it changes to a human-exploration directorates at NASA. The growing un- diferent demonstration mission, we are locked into something derstanding that the dry dusty surface of Mars may conceal we have to go back and undo,’” says Joe Cassady, an electric- substantial deposits of water ice that could be used by as- propulsion engineer who handles spacefight business in Aero- tronauts for life support, energy and propellant is driving a jet Rocketdyne’s Washington ofce. “And the other thing is we push to place a ground-penetrating synthetic aperture radar want this to be extensible. This is our development program in Mars orbit to look for that ice, he says. for the Mars cargo vehicle.” “What we can do is take that power and redirect it to a Mars is the ultimate destination for NASA’s human space exploration program, and humans cannot operate there without the large habitats and heavy cargo loads that engineers believe SEP can deliver. When Obama’s proposed human as-

Elements of Mars Architecture

A large cargo vehicle driven by SEP can preposition habitats and supplies in Mars orbit, while crews prepare for the trip in orbit around the Moon.

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SEP Shift? teroid visit was descoped to a robotic mission, exploration Aerojet Rocketdyne is building on this 13-kW Hall managers at the agency considered it an excellent technology thruster, tested at NASA’s Glenn Research Center, to “pull” for the high-power SEP they want for transporting 20- develop a SEP module for spacefight applications that Mars orbiter in 2022 may be backup ton loads to Mars. range from Earth orbit to Mars. The asteroid project has gotten the ball rolling—Aerojet for solar-electric propulsion demo Rocketdyne is in the early stages of a three-year, $67 million radar system, potentially, and really fnd out where the near- contract to develop an advanced SEP system that would de- surface water deposits are, which we know are signifcant at Frank Morring, Jr. Washington liver the unmanned ARM spacecraft to pluck a boulder from Mars, but we have not been able to get the right radars there NASA 2008 EVS for later analysis by astronauts orbiting the Moon. previously,” Davis told a Washington audience at the annual fcially, NASA considers the near-Earth asteroid des- But the Republican-led House Appropriations Committee Humans to Mars Summit in May. Oignated “2008 EVS” as its “reference target” for a ro- explicitly forbids NASA to spend money in fiscal 2017 “to Nothing really needs to be invented for that to happen: En- electric propulsion work, have developed and ground-tested a botic sampling mission scheduled in 2021 that would continue planning eforts to conduct either robotic or crewed gineering upgrades to existing technology will sufce. Satellite magnetically shielded Hall thruster rated at 13 kW (see photo). demonstrate the solar electric propulsion (SEP) technology missions to an asteroid.” operators have been using SEP to keep their geosynchronous “You use magnetic forces to accelerate them anyway, so it will need to take humans to Mars. Unofcially, Mars is a Congressional objections do not extend to SEP, which re- Earth orbit birds on station for years, and with good reason. what you do is tailor that feld so that they are accelerated in more likely target for a SEP demonstration, with launch a tains bipartisan support as a promising solution to the Mars- Instead of thrusters burning heavy, usually toxic, chemical pro- such a way that they stay away from the walls of the cham- year later. exploration problem. And NASA has a fallback in a 2022 Mars pellants, it is more efcient to use electricity to ionize and ac- ber,” says Michael Barrett, an electric propulsion research As is so often the case lately with the U.S. space program, orbiter that could exert the same technology pull for SEP celerate propellants such as xenon to produce thrust in space. and development engineer at Glenn. partisan politics will drive the ultimate decision. The Asteroid upgrades as a visit to an asteroid. The thrust generated by an SEP system is much weaker Aerojet Rocketdyne is modifying that design for a light- Redirect Mission (ARM) is an ofshoot of President Barack “With solar electric you have a very efcient way of getting than that of a traditional chemical thruster, but the signif- weight system that can be fown, with ARM as the baseline Obama’s 2010 call for a human asteroid probe. Congressional that bird out there,” says Rick Davis, assistant director for cantly higher specifc impulse—more than 7,000 sec. in some mission. Cassady says ongoing discussions between NASA Republicans want no part of it. science and exploration in NASA’s Science Mission Director- systems—increases the propellant’s efciency as much as 10 and his company have centered on meeting the specifc needs With the resolution probably riding on the outcome of the ate. “It can be bigger than what we have done previously. And times. That can lower the launch mass correspondingly—an of the asteroid mission with a “modular” system that can Nov. 8 elections, engineers working on the SEP system for the even more important, when the satellite arrives at Mars, it important consideration when you are fguring out how to serve other purposes as well, including a Mars orbiter with a asteroid efort are pressing to keep it fexible enough to handle has abundant power—which we have always been short of in move a Mars base across almost 40 million miles of open space powerful ground-penetrating radar. both the ARM and a Mars orbiter under study for the plan- the Mars exploration program—because we are not using it but are not in a hurry to get it there. “If you do it right, and have that whole power and propul- etary launch window in 2022 that could also use the technology. for thrusters anymore.” A key element in NASA’s “Journey to Mars” strategy in- sion system as a sort of module, then you can essentially have “From our perspective, what we are trying to do is say to Davis says he acts as a bridge between the science and volves prepositioning infrastructure on the planet’s surface a separate mission module that is the avionics and control, and them, ‘Do not focus it down so narrowly that if it changes to a human-exploration directorates at NASA. The growing un- for human crews to use when they arrive. Agency engineers that can be tailored to whatever you need,” he says. “You can diferent demonstration mission, we are locked into something derstanding that the dry dusty surface of Mars may conceal are planning SEP-driven vehicles that would slowly accelerate do Earth-orbit raising with one type, and deep space missions we have to go back and undo,’” says Joe Cassady, an electric- substantial deposits of water ice that could be used by as- large cargo vehicles to Mars orbit for eventual deployment with [another], but you do not have to change that fundamen- propulsion engineer who handles spacefight business in Aero- tronauts for life support, energy and propellant is driving a on the surface. tal building block with the power and propulsion.” jet Rocketdyne’s Washington ofce. “And the other thing is we push to place a ground-penetrating synthetic aperture radar NASA has been considering a variety of mission concepts The ARM baseline robotic mission carries a 50-kW solar want this to be extensible. This is our development program in Mars orbit to look for that ice, he says. for the 2022 Mars launch opportunity. They include an orbiter array to power SEP in the 40-kW range. The notional system for the Mars cargo vehicle.” “What we can do is take that power and redirect it to a that could demonstrate SEP in transit to the planet, continue would have three 15-kW units, plus a spare, to carry the ro- Mars is the ultimate destination for NASA’s human space ongoing remote sensing of the surface, and explore one or both botic spacecraft out to 2008 EVS, collect a boulder, conduct exploration program, and humans cannot operate there with- of Mars’s two small moons. Agency engineers also have been some “gravity tractor” experiments with it, and then bring it out the large habitats and heavy cargo loads that engineers developing SEP technology to enable the ARM mission, and back to lunar orbit for eventual study by astronauts arriving believe SEP can deliver. When Obama’s proposed human as- it is beginning to appear that the two eforts may converge in in an Orion crew capsule (AW&ST Jan. 25-Feb. 1, p. 38). orbit around Mars. More power would probably be needed to transport heavy “Multiple” contract awards for short-term concept studies loads to Mars rapidly enough to preposition them for the hu- Elements of Mars are due out soon. The initial orbiter idea—dubbed NeMO for man crews following along. In one architecture, a heavy-lift Next Mars Orbiter—would carry a pair of SEP systems using Space Launch System (SLS) would deliver cargo to a Lunar Architecture the “gridded ion” approach. Ions are generated from the xenon Distance High Earth Orbit, with an apogee approximately as propellant by an electric charge and then accelerated by pass- far from Earth as the Moon and a perigee in low Earth orbit. ing them through two or more charged grids to produce thrust. From there, a SEP-driven cargo vehicle would take it on a 2-4 NeMO would use 20-kW solar arrays to power a single ion year journey to Mars, where it would be inserted into an orbit engine and carry a spare SEP system in case the primary with a period of one sol, or Martian day. fails. It could be used to place a high-resolution imager and A crew would follow in a habitat delivered from the same a communications relay over the planet, to supplement the Lunar Distant Retrograde Orbit planned as the ultimate desti- aging infrastructure in orbit there. nation of the ARM spacecraft, transferring to the habitat from Meanwhile, the ARM mission has baselined Hall-effect an Orion crew vehicle launched on an SLS. At Mars, the crew thrusters as its SEP system, with more power than the grid- would descend in a lander, or remain in orbit teleoperating ded ion systems planned for NeMO. Hall thrusters use mag- rovers and in situ resource utilization gear to continue build- netic forces to accelerate the ions, which permits designs that ing up the surface infrastructure and store locally produced can prolong system service life past the timescales needed for propellant for the Mars ascent vehicles (MAV) needed for deep-space missions. return trips (see illustration on page 48). A large cargo vehicle driven by The charged ions fowing out of electric propulsion sys- “That sets things like how big a SEP do we have to have” SEP can preposition habitats tems can erode the spacecraft surfaces they touch, a factor says Cassady. “Is it going to be a 150-kW vehicle or a 200-kW and supplies in Mars orbit, system designers must carefully manage to prevent damage vehicle? We would like to keep it as low-power as we can for while crews prepare for the trip that shortens service life. In gridded ion systems, that is usu- that cargo vehicle, from an afordability consideration. It also in orbit around the Moon. ally accomplished by adding charges with the needed polarity makes it easier to take the 50-kW demonstration and scale to defect the charged particles. To that same end, experts it up to that. Our goal is to make it a one-pass development, at Glenn Research Center in Cleveland, the focus of NASA’s and then have it on the shelf for the cargo.” c

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Rocket Reinvention of the AR1 preburner at NASA Sten- nis Space Center is a testament to the success of the company’s revised Manufacturing drive for traditional space refl ects design and manufacturing approach. The test, which was completed in June Aerojet Rocketdyne’s broader bid for ‘new space’ and conducted at 40,000 lb. thrust, AEROJET ROCKETDYNEAEROJET verifi ed key preburner injector design parameters and underscored that the company is on track to meet its critical design review at year-end, he said. The evaluations at Stennis are a continu- ation of earlier preburner testing at NASA’s Marshall Space Flight Center and the company’s Sacramento, Cali- fornia, facilities. “With AR1, we’d like to get the eco- nomics down, and we are. [The engine] costs substantially less than the RD- 180” and has a similar performance, he added. Even though the 500,000-lb.- Aerojet Rocketdyne took a key step toward thrust, kerosene-fueled engine compris- fi nalizing design of the AR1 with full-power, es a shipset of two engines to equate to subscale preburner tests at NASA Stennis the RD-180, this is “less expensive, and Space Center in June. with very similar internal pressures,” he said. “The design was developed to Guy Norris Los Angeles fi rst stage (AW&ST April 11-24, p. 50 ). be the easiest way to transition from Aerojet Rocketdyne is pulling out all the RD-180 with the least amount of s Aerojet Rocketdyne marks the stops to slash costs and advance changes to the booster. There is also A completion of another key com- quickly through the test program, the question of timing and the urgency ponent test of the AR1, its en- which is targeted at producing fully of how we get of the requirements for gine contender for future U.S. national qualifi ed engines in 2019. “The tech- a Russian engine as quickly as possible, security launchers and other vehicles, nology is here, the manufacturing ap- have a replacement available for the the rocket maker is weighing manufac- proaches are here,” says Jim Simpson, 2019 time frame and have it be proven turing and design initiatives related to the company’s senior vice president of in fl ight,” Simpson said. “new space” projects in its bid to cut strategy and business development . For the RL10C-1 engine variant costs and open up new markets. “That’s the path we are taking. We aimed at ACES, Aerojet Rocketdyne With roots reaching back to the start all recognize that if your costs don’t says it has had early success in sig- of the space age, Aerojet Rocketdyne go down, then you’re not going to be nificantly reducing costs by using is fully aware that even without fi erce competitive in the future and you’re AM. “We are actually building critical competition from startups such as Blue not going to be a viable business.” He elements of the vehicle that will allow Origin and SpaceX the time for reinven- notes that the company is investing cost to be reduced substantially,” said tion is now. Although this principle is heavily toward that end. Simpson. “The objective is to be able being applied across the board—from While distinguishing between the to get the cost of the RL10 down by at lunar lander projects and in-space pro- “conventional” space world of large en- least half and maybe more, and part pulsion to heavy thrust engines—the gines and launch vehicles for national of the target is to make the cost of immediate focus for the U.S. rocket- security payloads and the emerging ACES go down by reducing the cost engine house is the contest to power “new space” market of low-cost sat- of engine testing,” he added. The focus the main and upper stages of the United ellites and launch systems, Simpson has been on hot-fi re tests of the RL10 Launch Alliance (ULA) Vulcan. says there are lessons to be learned development engine confi gured with Intended to succeed the Atlas V and that benefi t both sides. “We are doing a core main injector built using a se- Delta IV, the Vulcan will be powered things in the new space arena right now. lective laser melting (SLM) additive by U.S.-developed engines in a move Arguably, using additive manufacturing manufacturing process. SLM is also to end reliance on Russian-made RD- (AM) is one key to enable the cost point being used to make a thrust chamber 180 rockets to launch U.S. military that new space is going to require.” De- assembly from copper alloy. and intelligence payloads. A deriva- sign initiatives and lower manufactur- From a broader perspective, the tive of Aerojet Rocketdyne’s RL10 is ing concepts devised for new space are new space market is already stimulat- one of the contenders for the Vulcan’s now being applied equally to the latest ing development in electric propulsion Advanced Cryogenic Evolved Stage mainstream space projects. and green propellants. As to ef ciently (ACES) upper stage, while the compa- Speaking to Aviation Week on the transporting payloads to space with ny’s AR1 main-stage engine is in a race sidelines of the Space Frontier Foun- lightweight satellite systems, Simpson against Blue Origin’s BE-4, the liquefi ed dation’s NewSpace Conference in said: “Electric propulsion is an ap- natural gas-fueled engine selected by Seattle last month, Simpson said the proach that reduces the quantity of fuel ULA as the preferred solution for the recent completion of a full-power test required by a factor of 10 in some cases.

50 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst

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Rocket Reinvention of the AR1 preburner at NASA Sten- For every pound of fuel saved, a pound cal thrusters for station keeping and to test the propellant in GPIM. Devel- nis Space Center is a testament to of payload [can be added].” moving to transfer orbits, we see great oped by the Edwards AFB branch of the success of the company’s revised While most of the potential new advantages with electric propulsion the Air Force Research Laboratory, Manufacturing drive for traditional space refl ects design and manufacturing approach. space applications will be about 5-kW and particularly the efciency of the the hydroxyl ammonium nitrate fuel/ The test, which was completed in June or less, related but far more powerful xenon fuel. The specifc impulse [Isp] oxidizer mix—AF-M315E—is designed Aerojet Rocketdyne’s broader bid for ‘new space’ and conducted at 40,000 lb. thrust, electric propulsion work is underway as of the xenon in Hall efect thrusters is to be both safer and more efficient AEROJET ROCKETDYNEAEROJET verifi ed key preburner injector design part of a $2.5 million NASA Advanced about 3,000 sec. For a typical chemi- than standard hydrazine. GPIM will parameters and underscored that the Exploration Systems Division contract. cal thruster it is more like 400 sec., be the frst fight for the new propel- company is on track to meet its critical The work, awarded earlier this year, so electric propulsion ofers great ef- lant, which is about twice as dense as design review at year-end, he said. The covers development and demonstration fciencies,” he added. hydrazine and has almost 50% higher evaluations at Stennis are a continu- of a high-power system that could be “We are also looking at different performance for a given propellant ation of earlier preburner testing at used to reduce trip times and the cost of fuels for green propellants. Assuming tank volume compared to a conven- NASA’s Marshall Space Flight Center human spacefight to cislunar space and new space occurs and we get to blot tional system. Following deployment and the company’s Sacramento, Cali- Mars. Key targets include development out the Sun with satellites, we are from the Falcon Heavy, the spacecraft fornia, facilities. of a 100-kW Hall Thruster System, in- making sure the fuels are not hurting will conduct tests of the propellant for “With AR1, we’d like to get the eco- cluding a 250-kW thruster that uses the the environment,” said Simpson, refer- in-space attitude control as well as nomics down, and we are. [The engine] company’s multichannel Nested Hall ring to the company’s involvement in primary propulsion using both of the costs substantially less than the RD- Thruster technology. NASA’s Green Propellant Infusion Mis- vehicle’s 0.2-lb. and 5-lb. thrusters. 180” and has a similar performance, he The contract also covers develop- sion (GPIM). This is set to launch from Another new space project, involv- added. Even though the 500,000-lb.- ment of key elements of a 100-kW Cape Canaveral AFS around March ing the company’s ISE-100 engine, is Aerojet Rocketdyne took a key step toward thrust, kerosene-fueled engine compris- modular power processing unit, which 2017 aboard SpaceX’s Falcon Heavy the Astrobotic Peregrine Lander, which fi nalizing design of the AR1 with full-power, es a shipset of two engines to equate to converts electric power generated by rocket as part of the U.S. Air Force’s is among the current frontrunners for subscale preburner tests at NASA Stennis the RD-180, this is “less expensive, and solar arrays into power needed for Space Test Program 2 mission. the Google Lunar X-Prize aimed at de- Space Center in June. with very similar internal pressures,” the spacecraft’s Hall Thruster. Asso- Aerojet Rocketdyne provided the livering a rover to the Moon. “We are he said. “The design was developed to ciated work will focus on development green monopropellant propulsion pursuing commercial lunar delivery for Guy Norris Los Angeles fi rst stage (AW&ST April 11-24, p. 50 ). be the easiest way to transition from of portions of the modular xenon feed system for the Ball Aerospace-built the project, so we are doing some far- Aerojet Rocketdyne is pulling out all the RD-180 with the least amount of system. “Instead of traditional chemi- BCP 100 spacecraft that will be used reaching things,” said Simpson. c s Aerojet Rocketdyne marks the stops to slash costs and advance changes to the booster. There is also A completion of another key com- quickly through the test program, the question of timing and the urgency ponent test of the AR1, its en- which is targeted at producing fully of how we get of the requirements for gine contender for future U.S. national qualifi ed engines in 2019. “The tech- a Russian engine as quickly as possible, security launchers and other vehicles, nology is here, the manufacturing ap- have a replacement available for the Virgin Launcher gines frst because that is the hardest the rocket maker is weighing manufac- proaches are here,” says Jim Simpson, 2019 time frame and have it be proven single problem, and it is also the prob- turing and design initiatives related to the company’s senior vice president of in fl ight,” Simpson said. lem we have been going at the longest.” “new space” projects in its bid to cut strategy and business development . For the RL10C-1 engine variant Long Beach rocket factory gets busy as Two derivatives of the same baseline, costs and open up new markets. “That’s the path we are taking. We aimed at ACES, Aerojet Rocketdyne liquid oxygen/kerosene-fueled rockets With roots reaching back to the start all recognize that if your costs don’t says it has had early success in sig- LauncherOne development steps up are in development for the two-stage ve- of the space age, Aerojet Rocketdyne go down, then you’re not going to be nificantly reducing costs by using hicle. The frst-stage NewtonThree (N3) is fully aware that even without fi erce competitive in the future and you’re AM. “We are actually building critical Guy Norris Los Angeles competition from startups such as Blue not going to be a viable business.” He elements of the vehicle that will allow Virgin Galactic’s Cosmic Girl, former- Origin and SpaceX the time for reinven- notes that the company is investing cost to be reduced substantially,” said ore than a year after radically ly a passenger-carrying 747-400, is tion is now. Although this principle is heavily toward that end. Simpson. “The objective is to be able Mchanging course and scaling up pictured along with a model showing being applied across the board—from While distinguishing between the to get the cost of the RL10 down by at to a larger satellite launch ve- how it will look after conversion into lunar lander projects and in-space pro- “conventional” space world of large en- least half and maybe more, and part hicle for broader market coverage, Vir- its space launch confguration, pulsion to heavy thrust engines—the gines and launch vehicles for national of the target is to make the cost of gin Galactic is on track to begin fight immediate focus for the U.S. rocket- security payloads and the emerging ACES go down by reducing the cost tests of its more capable LauncherOne underway at L-3 in Waco, Texas. engine house is the contest to power “new space” market of low-cost sat- of engine testing,” he added. The focus in 2017. engine is rated at 73,500 lb. thrust, while the main and upper stages of the United ellites and launch systems, Simpson has been on hot-fi re tests of the RL10 The two-stage rocket is in the the second-stage NewtownFour (N4) Launch Alliance (ULA) Vulcan. says there are lessons to be learned development engine confi gured with vanguard of a new generation of air- Guy Norris/AW&sT will have a vacuum thrust of 5,000 lb. Intended to succeed the Atlas V and that benefi t both sides. “We are doing a core main injector built using a se- launched systems aimed at dramatically ton rocket engines continues at Mojave, The N3 and N4 are derived from Delta IV, the Vulcan will be powered things in the new space arena right now. lective laser melting (SLM) additive cutting the cost of access to space for in the high desert north of Los Angeles, earlier, lower-thrust, pressure-fed by U.S.-developed engines in a move Arguably, using additive manufacturing manufacturing process. SLM is also smaller payloads. For Virgin Galactic, where some facilities are shared with NewtonOne and Two engines that to end reliance on Russian-made RD- (AM) is one key to enable the cost point being used to make a thrust chamber which announced it was moving forward the company’s SS2 project. Meanwhile, were rated at 3,500 lb. and 47,500 lb. 180 rockets to launch U.S. military that new space is going to require.” De- assembly from copper alloy. with LauncherOne in 2012 as an adjunct modifcations to convert former Virgin thrust, respectively. The move to the and intelligence payloads. A deriva- sign initiatives and lower manufactur- From a broader perspective, the to the SpaceShipTwo (SS2) suborbital Atlantic Airways Boeing 747-400 “Cos- N3 and N4 refects Virgin’s 2015 deci- tive of Aerojet Rocketdyne’s RL10 is ing concepts devised for new space are new space market is already stimulat- spaceline venture, the project has kick- mic Girl” into a carrier for air-launching sion to double payload capability to 200 one of the contenders for the Vulcan’s now being applied equally to the latest ing development in electric propulsion started the creation of new, vertically the vehicle continue at L-3 Platform In- kg (440 lb.) to sun-synchronous orbit Advanced Cryogenic Evolved Stage mainstream space projects. and green propellants. As to ef ciently integrated, rocket development and tegration in Waco, Texas. (SSO) and build a bigger rocket. Both (ACES) upper stage, while the compa- Speaking to Aviation Week on the transporting payloads to space with manufacturing capabilities in California. “We are very happy with the test- engines are now fed by turbopumps ny’s AR1 main-stage engine is in a race sidelines of the Space Frontier Foun- lightweight satellite systems, Simpson The focus for development work is at ing so far,” says Will Pomerantz, vice and make up a stack, with fuel and against Blue Origin’s BE-4, the liquefi ed dation’s NewSpace Conference in said: “Electric propulsion is an ap- Long Beach, where Virgin’s engines and president of special projects at Virgin payload weighing just under 60,000 lb. natural gas-fueled engine selected by Seattle last month, Simpson said the proach that reduces the quantity of fuel launch vehicle are in design and build Galactic. “We began the LauncherOne This also resulted in Virgin changing ULA as the preferred solution for the recent completion of a full-power test required by a factor of 10 in some cases. phases. Testing of LauncherOne’s New- program by working on the Newton en- launch platforms from the SS2’s White-

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2 KnightTwo mother ship to the 747. Virgin Galactic’s 150,000-ft. shop foor at Long Beach is sized for “We are pretty far along, and now we production of up to 24 LauncherOne vehicles per year. have tested the turbopump assemblies ing, we did not leap all the way to the From the engine test perspective, as well as the full engine, particularly most exotic propellants and so on,” “there is still plenty of work to be the N3,” says Pomerantz. “We are not says Pomerantz. “This is particularly done,” says Pomerantz. “We have to as far along with the N4. The N3 is the because of our value proposition to our fre for longer durations and so on, but harder one, and there is as much simi- customers. They want to use Launcher- we have fred the NewtonThree engine larity as was practical to design between One because it is cheap, we will build a for 90-plus sec., which is ballpark for them. The thrust chamber, injector and lot of them and it is fexible. So we said about half of a mission duty cycle.” The turbopumps are all similar, with just a we will do science projects if it helps us test run was limited only by the size of diference in scaling factor,” he adds. in one of those three areas. We might do the fuel/oxidizer tanks on the Mojave The entire design and build of the en- them some day, but other than that the test stand, he adds. The results were gines is done in Long Beach, with the idea is to keep it simple. encouraging, as the engine hit steady- exception of the turbopump assembly, “N3 and N4, at a broad level, by in- state operations within seconds of igni- which is made by partners Barber- tention are relatively simple engines tion and ran without change until the Nichols. That Arvada, Colorado-based for what they are,” he adds. “In the few fuel was exhausted. company is a turbo-machinery special- areas where we have done science proj- Orbital test flights are on track to ist that entered the space launch indus- ects, [they relate to] manufacturing sys- begin in 2017 with initial operational try in 1996, when it teamed with NASA tems and avionics, the latter including fights targeted for early 2018. “In early to design and build the turbopump for development of an autonomous fight operations, Cosmic Girl will live in Mo- the low-cost booster Fastrac engine. safety system. The last one is the manu- jave, so we will ship fully built, dry [un- The company also teamed with Rock- facturing system for the all-composite fueled] rockets there, do the integration etdyne on the Bantam engine and more structures, particularly the composite and fy out over the Pacifc for launch. recently designed and produced the tanks.” In the relatively early operations, we turbopump for SpaceX’s Merlin engine. Despite the gradual adoption of car- will also do East Coast launches, be- “Basically, the rest of it happens in bon composites for launch vehicles, in- cause we have some customers looking Long Beach, where we are putting a lot cluding the success of companies such at diferent inclinations,” he says. of emphasis into advanced manufactur- as Rocket Lab—which has developed The market itself is “doing well,” says ing techniques, such as additive manu- the Electron rocket almost completely Pomerantz. “We have signed a few new facturing,” says Pomerantz. “I think we from the material—the validation of customers and are seeing a lot of de- have some special sauce that will allow lightweight composite structures is mand. Most are buying multiple launch- us to do some things better, or at least critical to Virgin’s business plan. “We es and want a regular cadence of one cheaper, than other folks in the indus- are super happy with that and that is or two per year. Most of our custom- try for printing rocket engine parts,” a big relief. It makes a big diference in ers want constellations—which is the he adds. Virgin has been keen to em- how much payload we can carry to or- whole point—so from a business per- phasize that, despite doubling payload bit; it drives [much of] the proftability spective it’s great dealing with single capability and even ofering dedicated of the system, as well as driving build customers with similar payloads over missions that can loft up to 300 kg to time for individual rockets to come of and over again. You are only doing the SSO, the target price point for each mis- the line,” says Pomerantz. analysis once and that makes it faster sion remains under $10 million. The use of composites therefore un- and cheaper.” This capability comes partly from ad- derpins “the capability to build many In preparation for the busy years vances in manufacturing, particularly of these and fy twice a month, or what- ahead, Virgin’s Long Beach facility is in composites that form the vehicle’s ever the market demands, and be able sized to support a maximum of 24 ve- structure, including the fuel and oxi- to reduce the build time for critical hicles per year. “We moved into a delib- dizer tanks, as well as a simple overall parts,” he adds. The use of the material erately big facility and it is frankly far design philosophy. “As a general rule, is “one of the relatively few areas where, bigger than we need right now,” says on LauncherOne we have tried to avoid instead of taking what others have done Pomerantz. “But we did not want to science projects. Recognizing that this and make it cheaper, we are doing what have to expand later on or have shuttles is the frst project that we have done others have not done before. It is excit- to connect two sites, with all the inef- entirely in-house, rather than outsourc- ing, and it is nice to have a few of those.” fciencies that brings,” he adds. c

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some RSL, boosting the chance they Following the Water were caused by fl owing water. Aside from the dif culty of reaching Rover will image and perhaps visit Gale sites, RSL on the steep slopes where they typically are found, visiting one with seeking liquid water Curiosity also raises planetary protection issues. Astrobiologists worry Frank Morring, Jr. Washington that terrestrial microbes could ride a spacecraft built on Earth to another ars-rover drivers will aim still cannot say for certain that fea- celestial body and propagate there un- MCuriosity’s cameras “soon” tures within range of Curiosity and der the right conditions. That would at a pair of nearby features its camera are RSL. Periodic imaging confound any subsequent discovery of spotted from orbit where liquid wa- by the rover may settle the question possible extraterrestrial life. 2 KnightTwo mother ship to the 747. Virgin Galactic’s 150,000-ft. shop foor at Long Beach is sized for ter might fl ow sporadically, and they and help scientists learn more about NASA employs a “planetary pro- “We are pretty far along, and now we production of up to 24 LauncherOne vehicles per year. may send their nuclear-powered robot the presence of water on the sides of tection officer” with responsibility have tested the turbopump assemblies ing, we did not leap all the way to the From the engine test perspective, there on a visit one day to hasten the Mount Sharp, as well as elsewhere in for preventing “forward contamina- as well as the full engine, particularly most exotic propellants and so on,” “there is still plenty of work to be search for extraterrestrial life. Gale Crater and across Mars. tion” with Earth life of other bodies, the N3,” says Pomerantz. “We are not says Pomerantz. “This is particularly done,” says Pomerantz. “We have to Curiosity (see photo below) is near- “Soon, hopefully within a year, we and “back contamination” of Earth as far along with the N4. The N3 is the because of our value proposition to our fre for longer durations and so on, but ing a point on the side of the central will be in a position to take higher- by extraterrestrial life that could harder one, and there is as much simi- customers. They want to use Launcher- we have fred the NewtonThree engine peak in Gale Crater that of ers a view resolution images of the area that’s prove deadly here. On Mars, RSL are larity as was practical to design between One because it is cheap, we will build a for 90-plus sec., which is ballpark for of at least two gullies that may be recur- purported to be an RSL, at a much designated “special regions” where them. The thrust chamber, injector and lot of them and it is fexible. So we said about half of a mission duty cycle.” The ring slope lineae (RSL). This type of fea- higher resolution than that of MRO,” extra care must be taken to prevent turbopumps are all similar, with just a we will do science projects if it helps us test run was limited only by the size of ture is widespread on Mars; planetary says Green, noting that other observa- forward contamination because of the diference in scaling factor,” he adds. in one of those three areas. We might do the fuel/oxidizer tanks on the Mojave scientists now believe the area can run tions may take precedence along the suspected presence of water, which is The entire design and build of the en- them some day, but other than that the test stand, he adds. The results were with briny water when conditions on way. “And then we’d be able to observe considered a prerequisite for life. gines is done in Long Beach, with the idea is to keep it simple. encouraging, as the engine hit steady- the surface are warm enough. it . . . and say, ‘no, that’s really a dust Green says “a special region is not exception of the turbopump assembly, “N3 and N4, at a broad level, by in- state operations within seconds of igni- “Absolutely,” vows Jim Green, head slide,’ or watch it change.” a keep-out zone” but does need more which is made by partners Barber- tention are relatively simple engines tion and ran without change until the of NASA’s Planetary Science Division. Across the planet, RSL—visible stringent standards to keep it pristine. Nichols. That Arvada, Colorado-based for what they are,” he adds. “In the few fuel was exhausted. “Absolutely. Whenever it gets into posi- in HiRISE and other overhead imag- He argues that almost four years of ex- company is a turbo-machinery special- areas where we have done science proj- Orbital test flights are on track to tion to see it, we’re going to look at it.” ery—are usually on the sides of cra- posure to the harsh Martian environ- ist that entered the space launch indus- ects, [they relate to] manufacturing sys- begin in 2017 with initial operational Green says two small features on ters, valleys and hills facing direct ment—including ultraviolet radiation try in 1996, when it teamed with NASA tems and avionics, the latter including fights targeted for early 2018. “In early the side of the 4-km (2.4-mi.) central sunlight, and they change over time. and cosmic rays—probably have killed to design and build the turbopump for development of an autonomous fight operations, Cosmic Girl will live in Mo- mountain popularly known as Mount That led scientists to suspect they any residual microorganisms that sur- the low-cost booster Fastrac engine. safety system. The last one is the manu- jave, so we will ship fully built, dry [un- Sharp (see illustration, page 54) are might be caused by running water, vived the sterilization process Curios- The company also teamed with Rock- facturing system for the all-composite fueled] rockets there, do the integration targets for observation with Curios- perhaps released from salty subsur- ity underwent before launch. etdyne on the Bantam engine and more structures, particularly the composite and fy out over the Pacifc for launch. ity’s MastCam camera to determine face ice deposits when temperatures If the Curiosity cameras fi nd that recently designed and produced the tanks.” In the relatively early operations, we if they recur, and the cause of the re- are high enough to melt them. Spec- the suspected RSL sites are the real turbopump for SpaceX’s Merlin engine. Despite the gradual adoption of car- will also do East Coast launches, be- currence if they do. tral analysis with the MRO’s Compact thing and have been formed by fl owing “Basically, the rest of it happens in bon composites for launch vehicles, in- cause we have some customers looking With the best 25-cm (9.8-in.) reso- Reconnaissance Imaging Spectrom- water, “then and only then would we Long Beach, where we are putting a lot cluding the success of companies such at diferent inclinations,” he says. lution imagery available from the eter ultimately found hydrated min- go into the extensive analysis neces- of emphasis into advanced manufactur- as Rocket Lab—which has developed The market itself is “doing well,” says High-Resolution Imaging Science erals—thin patches of damp soil—in sary to convince the planetary pro- ing techniques, such as additive manu- the Electron rocket almost completely Pomerantz. “We have signed a few new Experiment (HiRISE) camera on the facturing,” says Pomerantz. “I think we from the material—the validation of customers and are seeing a lot of de- Mars Reconnaissance Orbiter (MRO) have some special sauce that will allow lightweight composite structures is mand. Most are buying multiple launch- spacecraft—used extensively over us to do some things better, or at least critical to Virgin’s business plan. “We es and want a regular cadence of one Gale Crater in preparation for Curi- cheaper, than other folks in the indus- are super happy with that and that is or two per year. Most of our custom- osity’s August 2012 landing—analysts

try for printing rocket engine parts,” a big relief. It makes a big diference in ers want constellations—which is the NASA/JPL-CALTECH/MSSS he adds. Virgin has been keen to em- how much payload we can carry to or- whole point—so from a business per- phasize that, despite doubling payload bit; it drives [much of] the proftability spective it’s great dealing with single capability and even ofering dedicated of the system, as well as driving build customers with similar payloads over missions that can loft up to 300 kg to time for individual rockets to come of and over again. You are only doing the SSO, the target price point for each mis- the line,” says Pomerantz. analysis once and that makes it faster sion remains under $10 million. The use of composites therefore un- and cheaper.” This capability comes partly from ad- derpins “the capability to build many In preparation for the busy years vances in manufacturing, particularly of these and fy twice a month, or what- ahead, Virgin’s Long Beach facility is in composites that form the vehicle’s ever the market demands, and be able sized to support a maximum of 24 ve- structure, including the fuel and oxi- to reduce the build time for critical hicles per year. “We moved into a delib- dizer tanks, as well as a simple overall parts,” he adds. The use of the material erately big facility and it is frankly far design philosophy. “As a general rule, is “one of the relatively few areas where, bigger than we need right now,” says on LauncherOne we have tried to avoid instead of taking what others have done Pomerantz. “But we did not want to A composite “selﬁ e” of Curiosity after it drilled a sample from science projects. Recognizing that this and make it cheaper, we are doing what have to expand later on or have shuttles a rock dubbed Buckskin (foreground). NASA will use the rover is the frst project that we have done others have not done before. It is excit- to connect two sites, with all the inef- to monitor possible surface-water sites on the sides of Mount entirely in-house, rather than outsourc- ing, and it is nice to have a few of those.” fciencies that brings,” he adds. c Sharp (background) and perhaps sample them for signs of life.

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tection ofcer that the environment of Mars has changed the category of Curiosity,” Green says. “So it’s a given that it has [done so], but what we have to demonstrate is is it enough for the planetary protection ofcer to be convinced that she can recategorize it to the point of where we could go over to the RSL and taste it?” The NASA Advisory Council has a planetary protection subcommit- tee that is overseeing the Gale Cra- ter developments, as is Catharine “Cassie” Conley, a plant biologist who is NASA’s current planetary protection ofcer. She was unavailable for an interview, but John Rummel, a predecessor in the job, says he believes it will be possible to build a spacecraft AW&ST/C.M. Dun D that can explore an RSL without compromising its biology. “It just means you have a diferent level of responsibility for planetary AS , A.S. M C E W n/I CA ru S A n D ASA/JPL/ u I v r SIT y of Ar zon protection, and basically it is a level of protection that goes back to the Viking missions,” says Rummel. “[T]here is no place we know of right now on Mars that you couldn’t have sent Viking I or Viking II—with your fngers crossed— to say that you could land there safely.” Those 1970s-vintage landers were heat-treated to kill microbes, a process Rummel says spacecraft engineers today are reluctant to repeat, even though U.S. military-standard aerospace components also receive heat- treatments that probably would meet planetary-protection requirements. The rover soon will reach a vantage point where it can use its MastCam Rummel suggests it is less certain to image a pair of features that may be recurring slope lineae formed by that its exposure to the Martian en- running water on the surface. vironment has sterilized Curiosity adequately, which could make it more “At a depth of 15 cm and throughout robotic laboratory for analysis. likely that the planned Mars 2020 all of the year and at all of the sites vis- But as the scientists on Viking learned rover could be cleared instead to work ited by Curiosity, the subsurface tem- when their instruments yielded confict- in special regions as it collects and perature is below the known tempera- ing results on the presence of life, Curios- caches samples for eventual return ture requirements for replication and ity will not be able to provide defnitive to Earth for analysis. metabolism of terrestrial microbial life evidence that something extraterrestrial “You have certain ultraviolet radia- forms,” states a letter published in Na- is alive—that it metabolizes nutrients, tions that can be applied to smooth ture Geoscience on April 13, 2015, deal- reproduces and evolves. It was not de- surfaces,” he says of sterilization tech- ing with “Transient liquid water and signed to do that. But it “could give us niques on Earth. “You worry about the water activity at Gale Crater on Mars.” a positive indication of what we need to roughness of the surface because mi- Even if analysis determines that do next for another mission down on the crobes tend to fll the cracks, and if you Curiosity can safely explore RSL, and surface,” says Green. put something through at the wrong if the rover can reach one of them, the “Even though Curiosity could angle you’ll miss some. . . . There are data it collects will be only a frst step give us some really significant in- some very good material choices out toward establishing whether extra- formation, the concept of whether there that make it easier.” terrestrial life is present. Green says it’s life or not would still be debated Regardless of the cleanliness of the the rover probably frst would use its because we can’t make the measure- spacecraft, the Martian environment “ChemCam” laser to vaporize a small ments that it is a slam dunk it is life,” may be too cold to sustain terrestrial portion of RSL material and analyze he says. “That is hard to do. But it life, even if it sometimes rises above its composition spectrographically. would be a preponderance of mea- the melting point of the briny water It could also scoop a sample into its surements that indicate all positive believed to be fowing in RSL. internal Sample Analysis at Mars indications of life.” c

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AW_07_18_2016_p53-54.indd 54 7/13/16 10:26 AM SPACE NEW AIRPORT TECHNOLOGIES SPENCER PLATT/GETTY IMAGES tection ofcer that the environment of Mars has changed the category of Curiosity,” Green says. “So it’s a given that it has [done so], but what we have to demonstrate is is it enough for the planetary protection ofcer to be convinced that she can recategorize it to the point of where we could go over to the RSL and taste it?” The NASA Advisory Council has a planetary protection subcommit- tee that is overseeing the Gale Cra- ter developments, as is Catharine “Cassie” Conley, a plant biologist who is NASA’s current planetary protection ofcer. She was unavailable for an interview, but John Rummel, a predecessor in the job, says he believes it will be possible to build a spacecraft AW&ST/C.M. Dun D that can explore an RSL without compromising its biology. “It just means you have a diferent level of responsibility for planetary AS , A.S. M C E W n/I CA ru S A n D ASA/JPL/ u I v r SIT y of Ar zon protection, and basically it is a level of protection that goes back to the Viking missions,” says Rummel. “[T]here is no place we know of right now on Mars that you couldn’t have sent Viking I or Viking II—with your fngers crossed— to say that you could land there safely.” Those 1970s-vintage landers were heat-treated to kill microbes, a process Rummel says spacecraft engineers Biometric Ambitions today are reluctant to repeat, even though U.S. military-standard aerospace components also receive heat- Rockwell Collins, SITA developing next-generation self-service travel treatments that probably would meet planetary-protection requirements. The rover soon will reach a vantage point where it can use its MastCam John Croft Washington Rummel suggests it is less certain to image a pair of features that may be recurring slope lineae formed by that its exposure to the Martian en- running water on the surface. irports are eyeing the self-service options already avail- Long security lines could be a thing vironment has sterilized Curiosity “At a depth of 15 cm and throughout able in much of the consumer world as a saving grace of the past as airports introduce adequately, which could make it more robotic laboratory for analysis. A automated self-service systems likely that the planned Mars 2020 all of the year and at all of the sites vis- But as the scientists on Viking learned for the growing congestion on the ground side of the air that rely on passenger biometrics. rover could be cleared instead to work ited by Curiosity, the subsurface tem- when their instruments yielded confict- passenger travel experience. in special regions as it collects and perature is below the known tempera- ing results on the presence of life, Curios- caches samples for eventual return ture requirements for replication and ity will not be able to provide defnitive Two major competitors in the air- gers—with less hassle and faster air- That data, which typically includes to Earth for analysis. metabolism of terrestrial microbial life evidence that something extraterrestrial port infrastructure business—Rock- port throughput— airlines will be able distance between eyes and from eyes “You have certain ultraviolet radia- forms,” states a letter published in Na- is alive—that it metabolizes nutrients, well Collins and SITA—are research- to replace workers with automation at to mouth, along with other measure- tions that can be applied to smooth ture Geoscience on April 13, 2015, deal- reproduces and evolves. It was not de- ing and testing similar yet unique international check-ins and bag drops, ments, can be captured by cameras surfaces,” he says of sterilization tech- ing with “Transient liquid water and signed to do that. But it “could give us self-service approaches to paperless, and government security agencies will at the airport to initially verify iden- niques on Earth. “You worry about the water activity at Gale Crater on Mars.” a positive indication of what we need to biometric-based, secure movement be able to redeploy employees from tity and link to back-end computer roughness of the surface because mi- Even if analysis determines that do next for another mission down on the through airports for all travelers. Both checking documents. “Airlines will systems containing travel documents, crobes tend to fll the cracks, and if you Curiosity can safely explore RSL, and surface,” says Green. caution that the end game—moving achieve savings,” says Tony Chapman, including tickets and boarding passes. put something through at the wrong if the rover can reach one of them, the “Even though Curiosity could unimpeded and quickly from airport director of strategic programs for From that point on, the facial image angle you’ll miss some. . . . There are data it collects will be only a frst step give us some really significant in- entrance to the jetway, and vice versa, Rockwell Collins Global Airports busi- and accompanying information can be some very good material choices out toward establishing whether extra- formation, the concept of whether across all airports and borders with ness, “and it is substantial.” a surrogate for physical documents. there that make it easier.” terrestrial life is present. Green says it’s life or not would still be debated minimal human intervention and little The companies are initially focused Both Rockwell Collins and SITA have Regardless of the cleanliness of the the rover probably frst would use its because we can’t make the measure- or no need to display physical travel on facial recognition as a nonintrusive back-end systems installed at airports spacecraft, the Martian environment “ChemCam” laser to vaporize a small ments that it is a slam dunk it is life,” documents—is a stretch goal. “This vi- biometric identifer that does not re- for other services. may be too cold to sustain terrestrial portion of RSL material and analyze he says. “That is hard to do. But it sion is many years away,” says Renaud quire preregistration, particularly for Besides privacy concerns about life, even if it sometimes rises above its composition spectrographically. would be a preponderance of mea- Irminger, director of SITA Lab. “To get travel outside the U.S. where passports sharing of biometric data, the use of the melting point of the briny water It could also scoop a sample into its surements that indicate all positive there, we have to take little steps.” are largely equipped with microchips facial recognition across all airports is believed to be fowing in RSL. internal Sample Analysis at Mars indications of life.” c In addition to benefiting passen- that store traveler facial information. challenging, as there are no common

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standards for what information should document, with at least one operation- port. At the checked-bag-drop kiosk, be captured and how a match should al program (CLEAR) and a number of passengers scan their passport and be computed. “Everyone is looking for ongoing or completed proof-of-con- stare into an infrared facial recognition something more unique than facial cept trials providing data. CLEAR is camera to compare their features with [features],” says Chapman. “It’s good, a privately run registered-traveler the biometrics stored on the passport, but you have to look up at the camera.” program, similar to the Transporta- link with travel documents in the back- He says state-of-the-art facial recognition Security Administration’s (TSA) end system and share the information tion software has a failure rate of less PreCheck and Global Entry, which with government authorities handling than 1 in 100,000, and when identifying allows passengers—after paying $179 security. one passenger out of a pool of several per year, passing a background check The kiosk automatically programs hundred expected to board a fight, the and providing biometric information— the traveler’s electronic external or accuracy is “very high.” Other uniquely to access dedicated security lines (or internal bag tag. The passenger drops personal biometric features being re- customs lines for Global Entry) and the bag of and heads to the security searched include the pattern of veins in minimized screening at checkpoints. line, where another facial recognition the hand, earlobes, gait, and combina- CLEAR is operational at 14 U.S. air- camera verifes identity; hand luggage tions of biometrics such as facial recog- ports, allowing passengers to pass is scanned as it is now. If the passenger nition and voice. Chapman notes that through dedicated security checkpoint does not have checked bags, he or she Rockwell Collins’s systems can work lanes quickly by scanning boarding will likely go directly to the security with any type of biometric technology. passes and fngerprints as identifers. checkpoint for the initial check-in and biometrics match. At the gate, another facial recognition camera controls the boarding line to the jet bridge, opening a gate if it correctly matches the facial image with records. At the destination, the biometrics registered on the outbound leg would then be used for a paperless arrival process at customs and immigration. Chapman says this last step is a long- term goal, as it will require governments to agree on what data are collected, transferred, stored and deleted, processes that are slow and deliberate. He notes that the work is “purely internal Rockwell Collins-funded research Facial recognition systems and development” that has been ongo- use cameras to capture ing for 18 months. geometric facial features. Chapman says the idea for electronic single travel documents was hatched almost a decade earlier, after a project for some African countries that had

MAXIPHOTO/ISTOCK issues with passengers leaving with a passport, then destroying it en route. The difference between paperless CLEAR last year began offering a They would arrive in the U.K. without self-service in the grocery store check- “biometric boarding pass” for mem- travel documentation as economic im- out and self-service at an airport is bers flying on Alaska Airlines from migrants. “We did a trial where on the signifcant: The person who bought a the Mineta San Jose International outbound leg, we would take a picture ticket must be positively identifed and Airport in California as part of a pi- of the traveler and their passport dur- linked with travel records at numerous lot program. The system matched a ing the boarding process,” says Chap- points along the outbound or inbound passenger’s fingerprint to boarding man. “Then when you arrived in the journey, with false alarms and excep- records in Alaska’s back-end system, U.K., they knew who was who.” He says tions kept to a minimum. Government removing the need for paper or elec- it was a very manual process, but that agencies must also have access to the tronic mobile phone boarding passes. it “started our thinking on how to au- information to determine if the passen- CLEAR says the trial is complete and tomate this whole process.” ger is allowed to fy or if additional scru- was successful. He says the company is “produc- tiny should be applied. Once identity is The Rockwell Collins and SITA tion-ready” for an outbound-only validated as matching a government- work is broader in scope, addressing self-service system and is working issued identity, a “single travel docu- the overall ground portion of a trip for with airports and airlines in Europe, ment” can be electronically compiled travelers and not necessarily requiring Asia and the Middle East to secure a to include boarding passes and other preregistration or fnger-printing. trial installation for the outbound leg documents linked to that passenger. In the Rockwell Collins vision of the only. The challenges include the cost Industry is taking a “crawl before future, the traveler uses a traditional of infrared facial-recognition cameras you walk” approach to the single travel booking process and arrives at the air- that are not dependent on ambient

56 AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p55-57.indd 56 7/8/16 4:41 PM NEW AIRPORT TECHNOLOGIES CLEAR standards for what information should document, with at least one operation- port. At the checked-bag-drop kiosk, lighting—they cost about $3,500 each, be captured and how a match should al program (CLEAR) and a number of passengers scan their passport and and “hundreds” are needed for a large be computed. “Everyone is looking for ongoing or completed proof-of-con- stare into an infrared facial recognition “Tier 1” international airport—as well something more unique than facial cept trials providing data. CLEAR is camera to compare their features with as privacy concerns related to how [features],” says Chapman. “It’s good, a privately run registered-traveler the biometrics stored on the passport, long the airports can keep the database but you have to look up at the camera.” program, similar to the Transporta- link with travel documents in the back- and how to match passengers wearing He says state-of-the-art facial recognition Security Administration’s (TSA) end system and share the information facial scarves and burqas. tion software has a failure rate of less PreCheck and Global Entry, which with government authorities handling The SITA long-term vision is simi- than 1 in 100,000, and when identifying allows passengers—after paying $179 security. lar but takes advantage of personal one passenger out of a pool of several per year, passing a background check The kiosk automatically programs smartphones or wearable devices as hundred expected to board a fight, the and providing biometric information— the traveler’s electronic external or the facial image recording and storage accuracy is “very high.” Other uniquely to access dedicated security lines (or internal bag tag. The passenger drops medium for the biometrics and a se- personal biometric features being re- customs lines for Global Entry) and the bag of and heads to the security cure “blockchain,” or electronic public searched include the pattern of veins in minimized screening at checkpoints. line, where another facial recognition record, updated by the system opera- the hand, earlobes, gait, and combina- CLEAR is operational at 14 U.S. air- camera verifes identity; hand luggage tor—usually the government—to cap- tions of biometrics such as facial recog- ports, allowing passengers to pass is scanned as it is now. If the passenger ture a history of recent airport check- nition and voice. Chapman notes that through dedicated security checkpoint does not have checked bags, he or she ins, in part for security purposes. Rockwell Collins’s systems can work lanes quickly by scanning boarding will likely go directly to the security Travelers arrive at the airport with with any type of biometric technology. passes and fngerprints as identifers. checkpoint for the initial check-in and their smartphones preprogrammed biometrics match. At the gate, another with biometric data and passport infor- CLEAR uses fngerprints as the biometric technology of choice for facial recognition camera controls the mation; they then take a selfe to verify identifying passengers in its for-fee program. boarding line to the jet bridge, opening that the passport and the holder of the of travel documents, similar to Rock- clude methods allowing use of the a gate if it correctly matches the facial phone match. At the airport there will well Collins’s approach. For the Hamad single travel documents for a full trip. image with records. be facial-recognition cameras at cer- test, participating transfer passengers “If you do something at one airport and At the destination, the biometrics tain points to ensure the passenger has frst enrolled at the entrance to secu- one airline, how can you use the same registered on the outbound leg would not passed the phone to someone else. rity screening. Once the facial image information for a connecting fight, or then be used for a paperless arrival The phone connects with the back- was matched to the passport, the pas- at the destination, or for a future trip?” process at customs and immigration. end systems, and passengers are “rec- senger’s identity was then checked at says Irminger. “Deployments and tri- Chapman says this last step is a long- ognized” at various points, after they an automatic boarding area gate. als for biometrics today are restricted term goal, as it will require govern- enter the doors until they board the Irminger says approximately to a single airport and country. Today, ments to agree on what data are col- aircraft. At the bag drop, the kiosk rec- 3,400 passengers participated in the when traveling between airports, pas- lected, transferred, stored and deleted, ognizes phones and prints tags. At the sengers have to both processes that are slow and deliberate. TSA checkpoint, the passenger pauses “Today . . . there is no way for present their pass- He notes that the work is “purely inter- for a facial recognition camera that port and verify their nal Rockwell Collins-funded research matches with the information on the storing and sharing the biometric at each air- Facial recognition systems and development” that has been ongo- smartphones, while the blockchain report, because there is use cameras to capture ing for 18 months. cord gives authorities information that information securely across no way for storing and geometric facial features. Chapman says the idea for electron- may alter how they inspect the carry- sharing the informa- ic single travel documents was hatched on luggage. “Today the people scan- multiple airports and countries.” tion securely across almost a decade earlier, after a project ning your carry-on have no idea where multiple airports and for some African countries that had you are going,” says SITA’s Irminger. countries. The data is

MAXIPHOTO/ISTOCK issues with passengers leaving with a “We apply the same process to 100% of very sensitive. You do passport, then destroying it en route. passengers because security agents do trial, which was limited to certain not want anyone to hack into it.” The difference between paperless CLEAR last year began offering a They would arrive in the U.K. without not have any information on the pas- fights. Initially, the system failed to One potential method would be to self-service in the grocery store check- “biometric boarding pass” for mem- travel documentation as economic im- senger and their itinerary. If you are identify approximately 25% of par- obtain the passenger’s permission to out and self-service at an airport is bers flying on Alaska Airlines from migrants. “We did a trial where on the going on a trip to Iran or Turkey, they ticipants due to a number of factors, use biometrics stored in an encrypted signifcant: The person who bought a the Mineta San Jose International outbound leg, we would take a picture probably should pay more attention to including name-matching between electronic envelope, which could then ticket must be positively identifed and Airport in California as part of a pi- of the traveler and their passport dur- what you are carrying as opposed to if the passenger’s passport and board- be opened by security agents, to verify linked with travel records at numerous lot program. The system matched a ing the boarding process,” says Chap- you are going to New York or Boston.” ing pass, visa requirements and the outbound passenger identifcation and points along the outbound or inbound passenger’s fingerprint to boarding man. “Then when you arrived in the Once past security, the phone will quality of the data embedded in the also used at the connecting airport and journey, with false alarms and excep- records in Alaska’s back-end system, U.K., they knew who was who.” He says also be used to access the airline lounge passport. After installing software fnal destination—with an associated tions kept to a minimum. Government removing the need for paper or elec- it was a very manual process, but that or duty-free shops, confrming identity SITA developed for name-matching, update and check of the blockchain agencies must also have access to the tronic mobile phone boarding passes. it “started our thinking on how to au- and opening the doors. Facial recogni- the failure rate was reduced to 3%, to verify the information has not been information to determine if the passen- CLEAR says the trial is complete and tomate this whole process.” tion cameras clear the passenger for says Irminger. Passengers who were tampered with. ger is allowed to fy or if additional scru- was successful. He says the company is “produc- boarding as well as for customs and unable to use the gate were processed SITA hopes to launch a multiair- tiny should be applied. Once identity is The Rockwell Collins and SITA tion-ready” for an outbound-only immigration on the inbound leg. manually. Name-matching problems port, multigovernment trial before validated as matching a government- work is broader in scope, addressing self-service system and is working While that vision is farther of, SITA included mismatches due to name year-end. “Right now we are looking issued identity, a “single travel docu- the overall ground portion of a trip for with airports and airlines in Europe, continues to research the building truncation between the passport and for what would be the right combina- ment” can be electronically compiled travelers and not necessarily requiring Asia and the Middle East to secure a blocks. The company recently com- boarding pass, passengers chang- tion between airports, airlines and to include boarding passes and other preregistration or fnger-printing. trial installation for the outbound leg pleted a proof-of-concept trial for its ing their name after a marriage and countries where we could do a proof- documents linked to that passenger. In the Rockwell Collins vision of the only. The challenges include the cost Smart Path program at the Hamad travelers who use multiple first and of-concept showing the system in op- Industry is taking a “crawl before future, the traveler uses a traditional of infrared facial-recognition cameras Airport in Doha, Qatar. Announced in last names interchangeably. eration. This will be something no one you walk” approach to the single travel booking process and arrives at the air- that are not dependent on ambient March, it will use facial scans in lieu New research and testing will in- has done before.” c

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trol at its Brussels laboratory last year Gaming Ground conducted a gaming simulation with Munich Airport ofcials, using a bomb- Dynamic simulation capability readies scare scenario similar to what the airport experienced in January 2010, an airports for the unexpected incident that resulted in the facility’s closing. In the 1-hr. simulation, airport John Croft Washington ofcials closed “a big part” of the terminal. “We can plan what will happen portable gaming simulator de- behaving diferently from business fi- and see what the airport operators will A signed to aid European airports ers,” says Huet. “The airports fgure out do,” says Huet. Options include moving in creating an optimal collabora- what data needs to be shared to handle security people, reorganizing passenger tive environment is also helping ofcials the reaction to diferent problems. The fows and closing parts of the terminal. fgure out how to keep facilities func- problem they are all facing is to extract Eurocontrol has built a second sim- tioning when things go terribly wrong. what is really relevant, so as to get a ulator and will be taking both on the Developed by Eurocontrol under high-level view of what is happening at road. In July, a system will be taken a Single European Sky research pro- the airport. The [hope] is to get an idea to Alicante-Elche Airport in Spain for gram, the simulator includes a rack of all the processes in a simple way.” simulations, and in September, systems of electronics, desktop computers, a During a simulation at Paris Charles will be temporarily installed at London server and several large wall displays de Gaulle in May—the frst test of the Heathrow and Madrid Barajas. “For

to emulate an airport operations room EUROCONTROL at host airports. The system includes a Comprehensive Airport Simulation Tool built by Germany’s Airport Re- search Center and an Airbus-built interface to real-time airport data. Denis Huet, an engineer at Eurocon- trol’s Airport Research Unit, says the simulator is designed to replicate the behavior of “almost all processes at an airport.” Included are runway activity, departures and arrivals, gates, deicing pads and passenger activity in airside and groundside terminals, including boarding areas, security and border control. “You can see the interdepen- dencies and links between all the elements,” he says. A Paris Aeroport operations team works through a scenario as part of a The idea is to bring all of the airport Eurocontrol-run gaming simulation this year to help Charles de Gaulle stakeholders together in one room and Airport operate more smoothly during disruptions. run predefned operational scenarios that evolve dynamically. Eurocontrol simulator outside of Eurocontrol’s London, we have the model that simu- decides the scenarios with the airport labs—one of the scenarios represented lates all the airside activities and all beforehand, but participants—includ- what Huet calls a “very bad day.” landside activities in Terminal 5,” says ing airport operations staf, represen- “We worked on a fight schedule and a Huet, noting that models typically take tatives from the airlines and air trafc specifc set of events, including a strike about six months to build. He says Eu- control—do not know what is going to of security people in Terminal 1, a fre rocontrol is seeing interest in the gam- happen. The simulator’s key elements on one satellite of Terminal 1 and smoke ing simulations from airports in other include a dashboard that integrates that afected the northern runway ca- parts of Europe and “strong interest” data from all activities, alerting func- pacity, reducing departures and having from Dubai International Airport. tions and chat lines. an impact on passenger processes and Future work on the simulator in- “What we do with our simulations, throughput,” says Huet. “We had to cludes linking to real-world data which are also validations, is first do close the satellite and rearrange, in real streams from airport operations, giv- the exercise without the dashboard time, the operation of the other satel- ing the simulator a live, virtual and and warnings, then with those functions lites, moving people and resources.” Par- constructive capability. Included will turned on, and compare,” says Huet. ticipants included the senior operations be a connection to the airport opera- Although the scenarios are pre- ofcials in charge of crisis response at tions database, schedules and weather. planned, the travelers, their baggage Paris and the manager of Terminal 1. Currently, the simulator cannot run and each aircraft are “agents” in the After the terrorist attacks in Brus- scenarios when coupled to live data. simulation, with corresponding behav- sels in March, there was a spike in in- “First, we’ll do predefned scenarios, ioral models that react to actions taken terest for security simulations, a surge then move to a real-time environment by the simulation participants. “We did that may be repeated after the June 28 in shadow mode before going to real- some simulations with leisure travelers Istanbul attack. Huet says Eurocon- time operations,” says Huet. c

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AW_07_18_2016_p58.indd 58 7/8/16 4:45 PM NEW AIRPORT TECHNOLOGIES GenerAl AviAtion NTSB trol at its Brussels laboratory last year Gaming Ground conducted a gaming simulation with Saving Munich Airport ofcials, using a bomb- Dynamic simulation capability readies scare scenario similar to what the airport experienced in January 2010, an Private Pilots airports for the unexpected incident that resulted in the facility’s closing. In the 1-hr. simulation, airport John Croft Washington ofcials closed “a big part” of the ter- Chronic GA fatality rate minal. “We can plan what will happen drives FAA, industry action portable gaming simulator de- behaving diferently from business fi- and see what the airport operators will A signed to aid European airports ers,” says Huet. “The airports fgure out do,” says Huet. Options include moving John Croft Washington in creating an optimal collabora- what data needs to be shared to handle security people, reorganizing passenger tive environment is also helping ofcials the reaction to diferent problems. The fows and closing parts of the terminal. he NTSB’s cadre of 53 air safety performance—in training, medical ft- The NTSB said the pilot of this fgure out how to keep facilities func- problem they are all facing is to extract Eurocontrol has built a second sim- Tinvestigators can practically plan ness and with aircraft human-machine Kitfox light sport aircraft in Florida tioning when things go terribly wrong. what is really relevant, so as to get a ulator and will be taking both on the their annual workload based on a interfaces—and safety technologies for likely entered a stall on the base-to- Developed by Eurocontrol under high-level view of what is happening at road. In July, a system will be taken stubbornly persistent statistic: Each the existing feet and new builds. fnal turn, a familiar fatal accident a Single European Sky research pro- the airport. The [hope] is to get an idea to Alicante-Elche Airport in Spain for year there will be about 225 fatal fxed- “This is the first time I can recall scenario for general aviation. gram, the simulator includes a rack of all the processes in a simple way.” simulations, and in September, systems wing general aviation accidents. seeing the Experimental Aircraft As- of electronics, desktop computers, a During a simulation at Paris Charles will be temporarily installed at London All too often, even before arriving on sociation, Aircraft Owners and Pilots adopted the CAST process in 2011 and server and several large wall displays de Gaulle in May—the frst test of the Heathrow and Madrid Barajas. “For a crash scene, investigators can guess Association, National Business Avia- by 2015 had issued 33 safety enhance- to emulate an airport operations room EUROCONTROL the cause—loss of control (LOC), the tion Association and fight instruction ments to tackle the biggest problems. at host airports. The system includes culprit in nearly half of the fatal acci- community all lining up to work on LOC The process involves teams that ana- a Comprehensive Airport Simulation dents every year for more than a de- as the No. 1 issue,” says NTSB board lyze the forensic data and propose solu- Tool built by Germany’s Airport Re- cade. The problem is so persistent that member Earl Weener. “That’s 45% or so tions, teams that implement the most search Center and an Airbus-built in- the NTSB has put it on promising interventions, and teams terface to real-time airport data. its Most Wanted list of Personal Aviation’s Poor Safety Record that evaluate the results of those up- Denis Huet, an engineer at Eurocon- safety improvements 3.00 grades. The steering committee’s goal trol’s Airport Research Unit, says the for two years running. is to drop the overall GA fatal accident simulator is designed to replicate the 2.50 rate per 100,000 fight hours to one or behavior of “almost all processes at an The composite “all” Personal fewer by 2018, a 10% reduction from airport.” Included are runway activity, 2009. general aviation 2.00 departures and arrivals, gates, deicing fatal accident rate A similar CAST process adopted by pads and passenger activity in airside the helicopter community in 2005 is has been slightly 1.50 and groundside terminals, including decreasing over time, All General Aviation showing promising results in the U.S., boarding areas, security and border but the trend for with fatal accident rates down to 0.57 control. “You can see the interdepen- 1.00 per 100,000 fight hours in 2015, well be- dencies and links between all the ele- personal aviation has low the FAA’s target rate of about 1.0. been moving in the ments,” he says. Instructional For commercial aviation, a new CAST A Paris Aeroport operations team works through a scenario as part of a opposite direction. 0.50

The idea is to bring all of the airport Fatal Accidents per 100,000 Flight Hours program is underway to halve the 2011 Eurocontrol-run gaming simulation this year to help Charles de Gaulle Business stakeholders together in one room and Airport operate more smoothly during disruptions. Corporate fatal accident rate by 2020. run predefned operational scenarios While U.S. air car- 0.00 Based on an FAA forensic analy- that evolve dynamically. Eurocontrol simulator outside of Eurocontrol’s London, we have the model that simu- riers have driven their 2001 2003 2005 2007 2009 2011 2013 2015 sis that identified LOC as a factor in decides the scenarios with the airport labs—one of the scenarios represented lates all the airside activities and all fatal accident rates Source:Source: NTSB NTSB 40.2% of fatal GA accidents in 2001-10, beforehand, but participants—includ- what Huet calls a “very bad day.” landside activities in Terminal 5,” says down to 0.01 or fewer per 100,000 fight of our fatal accidents.” Weener, a pilot the JSC launched 29 interventions for ing airport operations staf, represen- “We worked on a fight schedule and a Huet, noting that models typically take hours in the past decade, the rate for and aerospace engineer who worked at LOC directed at two diferent phases of tatives from the airlines and air trafc specifc set of events, including a strike about six months to build. He says Eu- fxed-wing personal aviation, covering Boeing for more than two decades be- fight: approach and landing and “other control—do not know what is going to of security people in Terminal 1, a fre rocontrol is seeing interest in the gam- approximately 150,000 aircraft fown fore joining the NTSB, has spearheaded phases.” An additional four safety en- happen. The simulator’s key elements on one satellite of Terminal 1 and smoke ing simulations from airports in other largely for pleasure, is more than 200 several industry gatherings to address hancements cover engine failures, the include a dashboard that integrates that afected the northern runway ca- parts of Europe and “strong interest” times greater (more than two fatal ac- GA safety, including a “Humans and second most frequent cause of personal data from all activities, alerting func- pacity, reducing departures and having from Dubai International Airport. cidents per 100,000 fight hours) and Hardware” symposium in October and GA fatal accidents behind LOC. tions and chat lines. an impact on passenger processes and Future work on the simulator in- increasing, according to the NTSB. The an LOC safety seminar in May. “LOC at its core is a human perfor- “What we do with our simulations, throughput,” says Huet. “We had to cludes linking to real-world data broader general aviation (GA) fatality The GA community is focusing on mance issue,” says Weener. “Although which are also validations, is first do close the satellite and rearrange, in real streams from airport operations, giv- rate is fairing much better at approxi- interventions that are based on foren- problems may arise, these aircraft the exercise without the dashboard time, the operation of the other satel- ing the simulator a live, virtual and mately one per 100,000 flight hours, sic data following the playbook created remain flyable; it’s the pilot’s lack of and warnings, then with those functions lites, moving people and resources.” Par- constructive capability. Included will thanks to the signifcantly lower acci- by the government and industry Com- familiarity with the aircraft, medical turned on, and compare,” says Huet. ticipants included the senior operations be a connection to the airport opera- dent rates for business, corporate and mercial Aviation Safety Team (CAST), or substance impairment, distraction, Although the scenarios are pre- ofcials in charge of crisis response at tions database, schedules and weather. instructional fying. which deployed interventions that insufficient training or failure to act planned, the travelers, their baggage Paris and the manager of Terminal 1. Currently, the simulator cannot run The dubious distinction for personal helped the U.S. airline industry cut its swiftly that in the end causes the crash.” and each aircraft are “agents” in the After the terrorist attacks in Brus- scenarios when coupled to live data. aviation has galvanized government and fatal accident rate by almost 80% be- Included in the 33 safety enhance- simulation, with corresponding behav- sels in March, there was a spike in in- “First, we’ll do predefned scenarios, industry to unify and launch a broad tween 1998 and 2008. ments are measures to bolster flight ioral models that react to actions taken terest for security simulations, a surge then move to a real-time environment slate of interventions and strategies The GA CAST is managed by a gov- training (tackling over-reliance on auto- by the simulation participants. “We did that may be repeated after the June 28 in shadow mode before going to real- to tackle the issues, particularly LOC. ernment and industry group, the GA mation and poor aeronautical decision some simulations with leisure travelers Istanbul attack. Huet says Eurocon- time operations,” says Huet. c Included are efforts to improve pilot joint steering committee (JSC), that making, and introducing safety culture

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and risk-based fight reviews); eforts to accounts for most GA aircraft. The pilot sensus standards for the next generation make it easier and cheaper to introduce of an experimental aircraft could install of light aircraft. The FAA is evaluating technologies to help recognize and re- an AOA system for about $1,500, but an public input on the draft rule, published spond to energy state issues (putting equivalent system on a certifed aircraft in March, but has not said when a fnal angle-of-attack, autopilot, weather and would cost $10,000, plus installation. rule might be published. engine-monitoring technologies onto The same is true of autopilot systems, Lessons learned from the nascent the fight deck) and initiatives to edu- which for experimental aircraft can in- AOA experience shed some light on cate pilots about the efects of over-the- clude passive and active envelope pro- what problems could be caused by an counter and other medications that can tection, functions the JSC determined onslaught of new gadgets into the cock- have dangerous efects. would help prevent LOC accidents. But pit. While not widely adopted, owners When the JSC considered its first whereas an autopilot can be installed in who have installed AOA systems are batch of LOC safety enhancements, the a homebuilt aircraft for about $2,500, finding a wide variety of displays on top-ranked intervention was for pilots the same system for a Part 23 aircraft the market, some of which are “opposite to install angle-of-attack (AOA) sys- can cost $10,000-15,000. to stereotypes,” says Dennis Beringer, tems, wing-mounted sensors and cock- In response, the FAA developed a senior scientist for fight crew perfor- pit displays that provide visual, audi- process to weigh benefits versus risk mance research at the FAA’s Civil Aero- tory or tactile feedback on the aircraft’s that ultimately allowed aircraft owners space Medical Institute (CAMI). An op- AOA in all fight posite stereotype could be a display that regimes. The shows a lower angle of attack higher devices provide up on a vertical scale, a counterintui- pilots an opti- tive design from the pilot’s perspective. mal target AOA “Preliminary data supports that stereo- to fy at low air- speeds in the The FAA recently published a traffic pattern, video showing the similarities and as well as cau- diferences in three AOA systems tions when the available to GA pilots. aircraft is near- ing its critical types do matter and make a diference AOA, beyond in performance,” he said at the NTSB which the wing forum in October, adding that testing will stall and the FAA at CAMI showed that pilots felt a “wing- aircraft will drop. At low altitude in the to install the AOA systems as “minor” shaped display” was the most intuitive. trafc pattern, a stall is often not recov- rather than more expensive “major” Jim Higgins, an associate professor erable, particularly if the aircraft is in modifcations. The agency then updat- in the University of North Dakota’s uncoordinated fight and a spin devel- ed its policies to make it easier and less (UND) aviation department and mem- ops. While many light aircraft have on- costly to install other “non-required” ber of the working group that recom- of stall “horns” that light up or produce safety-enhancing equipment as well, mended AOA systems, said the college a tone when the wing nears the stall including terrain advisory systems, atti- last year installed AOA devices made by AOA, the devices only activate near tude indicators, energy-absorbing seats, three diferent vendors in three aircraft. the stall and may not provide enough monitoring systems and autopilots. Based on flight data, the university warning time. The Experimental Aircraft Associa- found that aircraft with AOA systems “We went through 90 accident re- tion (EAA) has launched its own efort on average were fown with a 0.7 deg. ports in each of two [LOC] working to seek out safety technologies for the lower nose angle in the 90-deg. turns groups. We evaluated what went wrong, experimental and homebuilt communi- from the base leg to the fnal leg of a as well as contributors and possible in- ty. At the annual AirVenture gathering trafc pattern, a location where many terventions,” said JSC member David this year, EAA and Airbus will award stall-spin LOC accidents occur. Higgins, Oord at the October NTSB event. The the inaugural Founder’s Innovation speaking at the NTSB’s October forum, potential interventions were ranked in Prize of $25,000 to the best interven- said the results could suggest that pilots terms of feasibility and cost, with the tion designed to reduce LOC accidents of aircraft with AOA systems may be highest-ranking actions grouped into in the sector by 25% in fve years and fying with a larger bufer from stall. safety enhancements to be implement- 50% in 10 years. The top fve fnalists Regardless, Higgins said, instructors ed. “AOA scored the highest because it will compete in a “Shark Tank” format and students “universally panned” the was relatively inexpensive and could be at AirVenture, with industry icons act- AOAs. “Some of it was the design, some done quickly,” said Oord, the manager ing as judges. was the performance diferences [be- of regulatory afairs for AOPA. While the FAA policy changes are an tween the diferent devices],” he said. “Relatively inexpensive” was a tru- ad hoc means of allowing certifed light The feedback led to some changes by ism for the experimental and homebuilt aircraft to begin using safety equipment the manufacturers but also pointed to aircraft sector—for which equipment widely available to the experimental the need for standards for information does not have to be FAA-certified or market, an overhaul of the Part 23 light- display on the systems and training installed under a supplemental type aircraft certifcation rules is expected information about using the devices. certifcate (STC)—but not so much for to codify a paradigm shift to risk-based “What happens when airspeed con- the Part 23 light aircraft sector, which approvals of equipment designed to con- tradicts AoA?” said Higgins. He added

60 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p59-62.indd 60 7/13/16 10:08 AM GenerAl AviAtion and risk-based fight reviews); eforts to accounts for most GA aircraft. The pilot sensus standards for the next generation that UND was developing a training make it easier and cheaper to introduce of an experimental aircraft could install of light aircraft. The FAA is evaluating curriculum and best practices for the RRulesules NNeededeeded technologies to help recognize and re- an AOA system for about $1,500, but an public input on the draft rule, published AOA systems to be installed in a couple spond to energy state issues (putting equivalent system on a certifed aircraft in March, but has not said when a fnal dozen aircraft at its Phoenix location. TTransitioningransitioning ttoo electricelectric powerpower angle-of-attack, autopilot, weather and would cost $10,000, plus installation. rule might be published. “I’m not trying to throw the LOC engine-monitoring technologies onto The same is true of autopilot systems, Lessons learned from the nascent working group under the bus, because iiss ttakingaking llongeronger thanthan expectedexpected the fight deck) and initiatives to edu- which for experimental aircraft can in- AOA experience shed some light on I was a member of it, but the safety en- cate pilots about the efects of over-the- clude passive and active envelope pro- what problems could be caused by an hancement at the time didn’t really talk counter and other medications that can tection, functions the JSC determined onslaught of new gadgets into the cock- a lot about the training part,” said Hig- have dangerous efects. would help prevent LOC accidents. But pit. While not widely adopted, owners gins. “We just slapped this equipment When the JSC considered its first whereas an autopilot can be installed in who have installed AOA systems are on according to the regulatory require- batch of LOC safety enhancements, the a homebuilt aircraft for about $2,500, finding a wide variety of displays on ments and naturalistically looked at top-ranked intervention was for pilots the same system for a Part 23 aircraft the market, some of which are “opposite how people would fl y dif erently with it.” to install angle-of-attack (AOA) sys- can cost $10,000-15,000. to stereotypes,” says Dennis Beringer, The FAA in June published a 20- tems, wing-mounted sensors and cock- In response, the FAA developed a senior scientist for fight crew perfor- min. video discussing the operating dif- pit displays that provide visual, audi- process to weigh benefits versus risk mance research at the FAA’s Civil Aero- ferences between AOA systems built PIPISTREL tory or tactile feedback on the aircraft’s that ultimately allowed aircraft owners space Medical Institute (CAMI). An op- by three vendors. AOA in all fight posite stereotype could be a display that Not all interventions will require regimes. The shows a lower angle of attack higher new devices. The Aircraft Owners and devices provide up on a vertical scale, a counterintui- Pilots Association (AOPA) is working Thierry Dubois Lyons, France pilots an opti- tive design from the pilot’s perspective. with UND’s aviation department to Pipistrel plans to deliver the fi rst mal target AOA “Preliminary data supports that stereo- test a circular landing pattern used isitors hoping to see electric air- Alpha Electro in August. to fy at low air- by the military, an operational modi- Vcraft fl ying at the EAA AirVen- creators of LSA consensus standards, speeds in the The FAA recently published a fi cation of cials think can reduce the ture show in Oshkosh, Wiscon- while ruling out turbine engines, “did traffic pattern, video showing the similarities and stall-spin problems occurring in the sin, are likely to be disappointed. not think of electric.” as well as cau- diferences in three AOA systems rectangular landing patterns taught While manufacturers or would-be In Europe, Pipistrel has been strug- tions when the available to GA pilots. to and used by virtually all GA pilots. manufacturers of such light aircraft— gling with regulators over the maxi- aircraft is near- George Perry, senior vice president including Pipistrel, Aero Electric Air- mum takeoff weight (MTOW ) of its ing its critical types do matter and make a diference of the AOPA Air Safety Institute (ASI), craft Corp. and Airbus Group—will be electric aircraft. The company is of- AOA, beyond in performance,” he said at the NTSB says the circular pattern, which he exhibiting, the lack of suitable certifi ca- fering the Alpha Electro, an electric which the wing forum in October, adding that testing used as a U.S. Navy pilot, is “easier, tion rules in the U.S. and Europe seems version of an existing two-seat air- will stall and the FAA at CAMI showed that pilots felt a “wing- more stabilized and allows the pilot to be impeding progress. Meanwhile, craft designed for flying schools, as aircraft will drop. At low altitude in the to install the AOA systems as “minor” shaped display” was the most intuitive. to more easily identify the precursors motor supplier Siemens AG sees elec- a microlight that by definition must trafc pattern, a stall is often not recov- rather than more expensive “major” Jim Higgins, an associate professor of an impending stall” than the tradi- AEAC erable, particularly if the aircraft is in modifcations. The agency then updat- in the University of North Dakota’s tional rectangular pattern. “The only uncoordinated fight and a spin devel- ed its policies to make it easier and less (UND) aviation department and mem- pilots who do the crazy box pattern are The Sun Flyer is scheduled to start ops. While many light aircraft have on- costly to install other “non-required” ber of the working group that recom- the GA pilots,” he says. ground testing after EAA AirVenture. of stall “horns” that light up or produce safety-enhancing equipment as well, mended AOA systems, said the college The study, which started in June, a tone when the wing nears the stall including terrain advisory systems, atti- last year installed AOA devices made by will “get hard data to show whether it AOA, the devices only activate near tude indicators, energy-absorbing seats, three diferent vendors in three aircraft. is a better way to fl y a pattern based the stall and may not provide enough monitoring systems and autopilots. Based on flight data, the university on workload and standardization,” warning time. The Experimental Aircraft Associa- found that aircraft with AOA systems says Perry. A preliminary study with “We went through 90 accident re- tion (EAA) has launched its own efort on average were fown with a 0.7 deg. 13 pilots flying a wide variety of airports in each of two [LOC] working to seek out safety technologies for the lower nose angle in the 90-deg. turns craft (Cessna 140 to Cessna Citation) groups. We evaluated what went wrong, experimental and homebuilt communi- from the base leg to the fnal leg of a at AOPA’s headquarters in Frederick, as well as contributors and possible in- ty. At the annual AirVenture gathering trafc pattern, a location where many Maryland, showed that the pattern terventions,” said JSC member David this year, EAA and Airbus will award stall-spin LOC accidents occur. Higgins, “works for a full spectrum of GA air- Oord at the October NTSB event. The the inaugural Founder’s Innovation speaking at the NTSB’s October forum, craft,” says Perry. potential interventions were ranked in Prize of $25,000 to the best interven- said the results could suggest that pilots If the results of the UND study are terms of feasibility and cost, with the tion designed to reduce LOC accidents of aircraft with AOA systems may be positive, Perry says, ASI will work with highest-ranking actions grouped into in the sector by 25% in fve years and fying with a larger bufer from stall. the FAA to introduce the concept to pi- trifying general aviation as an indis- comply with an MTOW limit of 472.5 kg safety enhancements to be implement- 50% in 10 years. The top fve fnalists Regardless, Higgins said, instructors lots in training and testing materials. pensable step toward implementing (1,040 lb.). ed. “AOA scored the highest because it will compete in a “Shark Tank” format and students “universally panned” the “My goal is that in 3-5 years, the square hybrid power on commercial aircraft. With a full load of batteries, the Al- was relatively inexpensive and could be at AirVenture, with industry icons act- AOAs. “Some of it was the design, some pattern will [have gone] the way of the Despite its dozen Taurus Electro G2 pha Electro’s endurance is 1 hr. plus a done quickly,” said Oord, the manager ing as judges. was the performance diferences [be- Dodo bird.” motorgliders in service—and plans to 30-min. reserve. But with an empty of regulatory afairs for AOPA. While the FAA policy changes are an tween the diferent devices],” he said. ASI is also working with the EAA, work on another electric two-seater , the weight of 377 kg (830 lb.), the aircraft “Relatively inexpensive” was a tru- ad hoc means of allowing certifed light The feedback led to some changes by FAA and National Association of Flight Alpha Electro—Ajdovscina, Slovenia- has a weight margin under the rules ism for the experimental and homebuilt aircraft to begin using safety equipment the manufacturers but also pointed to Instructors on an accident-prevention based Pipistrel will not be bringing its for only one pilot. To carry a passenger, aircraft sector—for which equipment widely available to the experimental the need for standards for information and accident-awareness-based curric- electrically powered aircraft to Osh- the pilot would have to remove some does not have to be FAA-certified or market, an overhaul of the Part 23 light- display on the systems and training ulum for fl ight instructors, potentially kosh, says CEO Ivo Boscarol. batteries, bringing the endurance installed under a supplemental type aircraft certifcation rules is expected information about using the devices. with fi nancial incentives for pilots who “The light sport aircraft [LSA] down to barely 1 hr., Boscarol says. certifcate (STC)—but not so much for to codify a paradigm shift to risk-based “What happens when airspeed con- use these instructors for their FAA- regulation does not accept electric Based on his ef orts to increase the the Part 23 light aircraft sector, which approvals of equipment designed to con- tradicts AoA?” said Higgins. He added required biennial reviews. c [engines],” he says, adding that the weight limit for electric aircraft, the Eu-

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ropean Aviation Safety Agency (EASA) including endurance, turnaround time without waiting for the standard devel- last year initiated the legal process to and availability, in September or Octo- opment process. increase the maximum to 540 kg. The ber, including possible production rates. Siemens has a rather transverse European Parliament will take up the The E-Fan 2.0’s frst fight is set for 2017, perspective on why light electric air- issue in September. but no time frame for certifcation or craft are essential to the future of Asked whether the extension would entry into service has been announced. larger commercial aircraft. The com- be unfair to conventional aircraft, Much of the development work is pany helped Airbus and Safran design Boscarol says “no.” A source familiar being subcontracted to Daher’s design the E-Fan 1.0’s drive train, but Airbus’s with microlight operations in Europe ofce in Tarbes, in southwest France. vision is to eventually prove the case explains that many owner-pilots rou- Daher, the manufacturer of the TBM for hybrid-powered regional airliners tinely fout the MTOW rule. “The au- family of turboprop singles, supports (a larger version of the E-Fan may be thorities do not have enough resources a large feet of piston singles and has hybrid), and Siemens supported the to monitor this but insurance compa- well-established links with EASA. Siri approach. The two companies signed nies, in case of an accident, do check says the two entities are developing a cooperation agreement in April.

everything,” the source says. Siemen S Despite this current limitation, the airframer has received “about 20-30 orders” from several countries: Aus- tralia, Belgium, the Commonwealth of Independent States, Indonesia, New Zealand and Switzerland, among others, Boscarol says. Deliveries are set to begin in August, with a production rate of “two or three [aircraft] per month.” Pipistrel, however, has not decided on the production motor for the aircraft, according to Siemens. The German company supplied the 85-kW electric motor for Pipistrel’s WattsUp, the prototype for the Alpha Electro. The Alpha Electro’s data sheet indicates a 50-kW motor at 2,200-rpm engine speed. Boscarol says that in-service maintenance of an electric motor is much less than for piston engines. “There are al- In July, Siemens few an Extra 330LE aerobatic aircraft with an electric mo- most no rotating parts—just bearings,” tor as a step toward its longer-term goal of a hybrid regional airliner. he notes. A battery life of 2,000 cycles is new regulations for electric aircraft. Siemens’s ultimate goal is to be in- on par with the time between overhaul A production facility is to be built volved in a program that would see such of a Rotax internal combustion engine. in Pau, near Tarbes, with Airbus plan- a regional aircraft carrying 60-100 pas- Airbus Group’s electric efforts are ning to tap local suppliers for some sengers with a range of 500-1,000 nm by not as advanced as Pipistrel’s, but the systems and subassemblies. 2035. The company will perform feasi- Toulouse-based company remains One aircraft that will be on static dis- bility studies until 2020, in part using committed to building a light-electric- play at AirVenture is the two-seat Sun an iron bird with large electric motors aircraft factory. Flyer, an electric aircraft developed by as large as 10 megawatts. The E-Fan 1.0 demonstrator crossed Denver-based Aero Electric Aircraft Aiding in defning certifcation rules the English Channel in July 2015, prov- Corp. The aircraft, rolled out on May for a hybrid regional aircraft will be ing it could fy for 45 min. with one per- 11, will enter testing after the show. gaining certifcation of a smaller prod- son on board. In the last few months, Performance data from a proof-of- uct frst, with engineers going through Airbus has been using the aircraft as concept aircraft will be used “to help the process with a larger aircraft in a fying testbed but is undecided about fnalize the design for the FAA-certi- mind, in Seimens’s view. Progress bringing it to Oshkosh’s static display. fed production version,” the company with light aircraft motors, such as the The company’s focus is now on the says. CEO George Bye says: “Coping 260-kW Siemens motor that recently two-seat E-Fan 2.0. Unlike the Alpha with the regulatory process of the con- few on an Extra 330LE aerobatic sin- Electro microlight, Airbus plans to cer- forming tests” is the main challenge to gle-seater, will help. tify the E-Fan 2.0 as a light aircraft. getting the aircraft in service and set- Moreover, decision-makers for buy- Program director Olivier Siri is reluc- ting up production. He lauds “great ing commercial transports usually tant to reveal the target performance, support” from the FAA, emphasizing include pilots, who may be more dis- although the E-Fan 2.0 was introduced that some aspects of the nascent sec- posed to hybrid models if they get the as a 1.5-hr. endurance aircraft. “We tor are “new to everybody.” chance to fy the technology on a small- have to educate the market on what For aircraft that do not obviously ft er aircraft frst, even a two-seater. the performance data of an electric into the conventional mold, certifca- Despite its engagement in electric aircraft means,” he says. tion authorities can establish appro- light aviation, Siemens does not expect The company plans to release details, priate criteria, as per FAR Part 21.17b, to reap profts in the segment. c

62 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p59-62.indd 62 7/13/16 4:45 PM GenerAl AviAtion CLASSIFIED ADVERTISING ropean Aviation Safety Agency (EASA) including endurance, turnaround time without waiting for the standard devel- To Place Your Classified Ad Contact: last year initiated the legal process to and availability, in September or Octo- opment process. Miguel Ornelas; Tel: 818-834-4232 • [email protected] increase the maximum to 540 kg. The ber, including possible production rates. Siemens has a rather transverse European Parliament will take up the The E-Fan 2.0’s frst fight is set for 2017, perspective on why light electric air- issue in September. but no time frame for certifcation or craft are essential to the future of ADVANCED COMPOSITE TRAINING EQUIPMENT BOOKS Asked whether the extension would entry into service has been announced. larger commercial aircraft. 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62 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JULY 18-31, 2016 63

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64 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JUly 18-31, 2016 65

AW_07_18_2016_p64.indd 64 7/12/16 4:27 PM AW_07_18_2016_p65.indd 65 7/14/16 3:46 PM Viewpoint Blue Origin Mixing Aircraft and Spacecraft

By LiLLiAn ZArreLLi ryALS

he U.S. airspace is getting busier—and not cy for existing users and accommodate the rapidly Tjust with more airplanes. In addition to some expanding number of new entrants. 70,000 aircraft traversing the National Air- Another critical need is to both protect space as- space System (NAS) each day, commercial enter- sets and enable and foster new commercial space prises are rapidly introducing a widening variety of endeavors. For instance, the White House’s National new space vehicles and launchers into it. And more Space Policy states that the U.S. is committed to en- are on the way, ranging from rockets carrying sup- couraging and facilitating the growth of a globally plies to the International Space Station to vehicles competitive U.S. commercial space sector. for space tourism. Meanwhile, legislation under consideration in In 2015, 22 of the world’s 86 orbital launches were Congress proposes transferring some space situ- commercial. And today, vertical launch vehicles with ational awareness tasks from the Defense Depart- “fy-back” boosters that return to Earth autono- ment, possibly to the FAA. While the future of the mously, launchers that take of and land on runways, bill is unclear, it does refect an increasing aware- and captive-carry concepts—where an aircraft car- ness of the need to address aviation and space vehi- ries a space vehicle to a higher altitude for launch— cle operations in a more integrated manner. Provid- are operational or in testing and production. ing high-quality space situational awareness must For the last several years, the FAA has been work- be a “whole of government” solution that refects ing on how to accommodate these new operators in the government’s responsibility to regulate, license

the safest and most efcient manner possible. In this and provide safety oversight of all NAS operations while at the same time addressing national priori-

ties for the protection, exploration and exploitation Can we safely reduce the of space assets. large blocks of airspace that“ Another challenging problem is fnding a fscally “ sensitive way to meet the needs of the Defense De- partment, National Reconnaissance Ofce, National must be cleared around launch Oceanic and Atmospheric Administration, NASA, and recovery sites? FAA, Missile Defense Agency and myriad other space stakeholders. Moreover, international activity in space has been endeavor, it has enlisted the help of the Mitre Corp., a increasing and is likely to continue to do so, with new not-for-proft organization that operates the agency’s space agencies being stood up or proposed around federally funded research and development center. the world. The global community—including the Integrating the technologies associated with com- International Civil Aviation Organization and the mercial space operations into the NAS will require United Nations Ofce of Outer Space Afairs—will the FAA to work across all areas of its existing avia- have to work closely to safely accommodate and tion-related activities. The agency has identifed sev- integrate space operations into their own national eral needs that are critical to its long-term vision and airspaces while looking ahead to new ones that will goal of integrating space vehicle operations into the eventually include point-to-point space operations. everyday cadence of NAS operations. All of these activities present challenges and will One is the ability to track space vehicles and fy- require signifcant work from the FAA and Defense back boosters—and their jettisoned parts—as they Department to meet them, both domestically and in- transit to and return from space so FAA air trafc ternationally. Mitre stands with the rest of the avia- controllers and fow managers can develop and ex- tion and space communities to ensure that the U.S. ecute trafc management plans strategically and remains a leader in enabling and supporting space- dynamically. Currently, the FAA must clear large fight operations as the number of launches increases blocks of airspace around the launch and recovery and their diversity broadens in the years ahead. c sites to ensure sufcient bufer zones, particularly in case of malfunctions. Ryals is the senior vice president, director and general man- Mitre Corp. aviation and space experts are work- ager of the Center for Advanced Aviation System Develop- ing to identify streamlined processes and develop ment, a federally funded research and development center tools to help the FAA safely reduce the amount of sponsored by the FAA that addresses the capacity, efciency, segregated airspace needed, maximize NAS efcien- safety and security needs of aviation.

66 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p66.indd 66 7/13/16 12:54 PM Blue Origin Viewpoint AVIATION WEEK Mixing Aircraft 2016 PHOTO CONTEST and Spacecraft

By LiLLiAn ZArreLLi ryALS he U.S. airspace is getting busier—and not cy for existing users and accommodate the rapidly Tjust with more airplanes. In addition to some expanding number of new entrants. 70,000 aircraft traversing the National Air- Another critical need is to both protect space as- space System (NAS) each day, commercial enter- sets and enable and foster new commercial space prises are rapidly introducing a widening variety of endeavors. For instance, the White House’s National new space vehicles and launchers into it. And more Space Policy states that the U.S. is committed to en- are on the way, ranging from rockets carrying sup- couraging and facilitating the growth of a globally plies to the International Space Station to vehicles competitive U.S. commercial space sector. for space tourism. Meanwhile, legislation under consideration in In 2015, 22 of the world’s 86 orbital launches were Congress proposes transferring some space situ- commercial. And today, vertical launch vehicles with ational awareness tasks from the Defense Depart- “fy-back” boosters that return to Earth autono- ment, possibly to the FAA. While the future of the mously, launchers that take of and land on runways, bill is unclear, it does refect an increasing aware- and captive-carry concepts—where an aircraft car- ness of the need to address aviation and space vehi- ries a space vehicle to a higher altitude for launch— cle operations in a more integrated manner. Provid- are operational or in testing and production. ing high-quality space situational awareness must For the last several years, the FAA has been work- be a “whole of government” solution that refects ing on how to accommodate these new operators in the government’s responsibility to regulate, license the safest and most efcient manner possible. In this and provide safety oversight of all NAS operations while at the same time addressing national priorities for the protection, exploration and exploitation Can we safely reduce the of space assets. large blocks of airspace that“ Another challenging problem is fnding a fscally “ sensitive way to meet the needs of the Defense De- partment, National Reconnaissance Ofce, National must be cleared around launch Oceanic and Atmospheric Administration, NASA, and recovery sites? FAA, Missile Defense Agency and myriad other space stakeholders. Moreover, international activity in space has been endeavor, it has enlisted the help of the Mitre Corp., a increasing and is likely to continue to do so, with new not-for-proft organization that operates the agency’s space agencies being stood up or proposed around federally funded research and development center. the world. The global community—including the Integrating the technologies associated with com- International Civil Aviation Organization and the mercial space operations into the NAS will require United Nations Ofce of Outer Space Afairs—will the FAA to work across all areas of its existing avia- have to work closely to safely accommodate and tion-related activities. The agency has identifed sev- integrate space operations into their own national eral needs that are critical to its long-term vision and airspaces while looking ahead to new ones that will goal of integrating space vehicle operations into the eventually include point-to-point space operations. everyday cadence of NAS operations. All of these activities present challenges and will One is the ability to track space vehicles and fy- require signifcant work from the FAA and Defense back boosters—and their jettisoned parts—as they Department to meet them, both domestically and in- transit to and return from space so FAA air trafc ternationally. Mitre stands with the rest of the avia- controllers and fow managers can develop and ex- tion and space communities to ensure that the U.S. ecute trafc management plans strategically and remains a leader in enabling and supporting space- dynamically. Currently, the FAA must clear large fight operations as the number of launches increases blocks of airspace around the launch and recovery and their diversity broadens in the years ahead. c sites to ensure sufcient bufer zones, particularly in Entry Deadline Entries must be submitted by October 17, 2016. case of malfunctions. Ryals is the senior vice president, director and general man- Get more information and enter your photos at AviationWeek.com/photocontest Mitre Corp. aviation and space experts are work- ager of the Center for Advanced Aviation System Develop- ing to identify streamlined processes and develop ment, a federally funded research and development center tools to help the FAA safely reduce the amount of sponsored by the FAA that addresses the capacity, efciency, segregated airspace needed, maximize NAS efcien- safety and security needs of aviation.

JIM KOEPNICK 66 AviAtion Week & SpAce technology/JUly 18-31, 2016 AviationWeek.com/awst

AW_07_18_2016_p66.indd 66 7/13/16 12:54 PM 607AWBIBC.indd 1 7/11/2016 2:54:42 PM WELCOME TO OUR WORLD

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