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RICH MEDIA 2016 2016 AIR SAFETY2016 INNOVATIONS Will Be a Winner EXCLUSIVE 1AV 0IATION 0 WEEK 1AV 0IATION 0 WEEK 1AV 0IATION 0 WEEK & SPACE TECHNOLOGY & SPACE TECHNOLOGY & SPACE TECHNOLOGY $14.95 JANUARY 18-31, 2016 AVIATION WEEK & SPACE TECHNOLOGY

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AVIATION WEEK & SPACE TECHNOLOGY Israel’s Advances19Y E A R S 16 In Weapons 1 0 0 2016 And Precision

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601AWBIFC.indd 1 1/12/2016 10:21:05 AM editor-in-chief Joseph C. Anselmo Show Updates executive editor James R. Asker Managing editors Jen DiMascio, Jens Flottau, Graham Warwick Associate Managing editor Andrea Hollowell GAIN INSIGHTS ON OPPORTUNITIES IN Art Director Lisa Caputo Director, editorial and online production Michael O. Lavitt Director, Digital content Strategy Rupa Haria GROWTH MARKETS VIA THE Defense, space anD security BUSINESS FORUMS editors Jen DiMascio (Managing Editor), Jeferson Morris (Associate Managing Editor), Michael Bruno, (Senior Business Editor) Amy Hillis, Michael Fabey, Frank Morring, Jr., Tony Osborne, In addition to the Asia Business Forum, Singapore Airshow 2016 will introduce Amy Svitak, Bill Sweetman (Chief Editor, Defense Technology Edition) three new business forums: the Emerging Technologies Business Forum, civil aviation/Maintenance, repair anD overhaul which will feature Additive Manufacturing and Big Data Analytics; Training editors Jens Flottau (Managing Editor), Madhu Unnikrishnan (Associate Managing Editor), Sean Broderick, & Simulation Business Forum, which aims to address skills development Cathy Buyck, John Croft, William Garvey, Molly McMillin, Guy Norris, Bradley Perrett, Jessica Salerno, Adrian Schofeld, requirements and the latest training approaches that can apply in today’s Brian Sumers, Lee Ann Shay (Chief Editor, MRO Edition) aerospace industry; and the France – Singapore Business Forum, which targets chief Aircraft evaluation editor Fred George to open new doors of partnership between Singapore and France. Registration For individual e-mail addresses, telephone numbers and more, go to AviationWeek.com/editors for the Business Forums is ongoing, visit: http://www.singaporeairshow.com/ business-forums to ﬁ nd out more. Please note that only registered trade visitors eDitorial offices 1166 Ave of Americas, New York, N.Y. 10036 may attend the forums. Phone: +1 (212) 204-4200 Bureaus Get Your Ofﬁ cial Singapore Airshow Merchandise @ The Captain’s Den aucklanD You can now pre-purchase Captain Leo and Captain Leonette plush, as well as 53 Staincross St., Green Bay, Auckland 0604, New Zealand Phone: +64 (27) 578-7544 other exclusive Singapore Airshow merchandise, in the comfort of your home from Bureau chief Adrian Schofeld our eStore, The Captain’s Den! Shop now at www.singaporeairshow.com/estore Beijing to enjoy our pre-event promotional rates! D-1601, A6 Jianguo Menwai Ave., Chaoyang, Beijing 100022, China Phone: +86 (186) 0002-4422 Bureau chief Bradley Perrett To book your space, contact: To start building your show Brussels Danny Soong / Cathryn Lee marketing plans, contact: Rue de L’Aqueduc 134, 1050 Brussels, Belgium Phone: +32 (2) 648-7774 [email protected] Iain Blackhall Bureau chief Cathy Buyck [email protected] chicago 330 N. Wabash Ave., Suite 2300, Chicago, Ill. For more information on the event, visit www.singaporeairshow.com Phone: +1 (312) 840-8445 Bureau chief Lee Ann Shay OFFICIAL MEDIA PARTNER Singapore Airshow #SGAirshow OF THE SINGAPORE AIR SHOW 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 los angeles 10 Whitewood Way, Irvine, Calif. 92612 Phone: +1 (949) 387-7253 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 contributing editor Jay Menon March 3, 2016 paris 40 rue Courcelles, 75008 Paris, France Phone: +33 (06) 72-27-05-49 The National Building Museum Bureau chief Amy Svitak san francisco 271 Coleridge St. Washington, DC San Francisco, Calif. 94110 Phone: +1 (415) 314-9056 Bureau chief Madhu Unnikrishnan washington 1911 Fort Myer Drive, Suite 600 Arlington, Va. 22209 Honoring extraordinary achievements and Phone: +1 (703) 997-0333 Bureau chief James R. Asker signif cant, broad-reaching progress in wichita 1500 N. Willow Lane, aviation, aerospace, and defense. Wichita, Kansas 67208 Phone +1 (316) 993-3929 Bureau chief Molly McMillin

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AW_01_18_2016_p03.indd 3 1/13/16 2:55 PM January 18-31, 2016 Contents Volume 178 Number 2 AVIATIONWEEK & SPACE TECHNOLOGY Digital Extras Tap this icon in articles in the digital edition of AW&ST for exclusive A remotely piloted Boeing 720 was deliberately crashed as part features. of NASA’s December 1984 “controlled impact demonstration” 46 to test an antimisting fuel additive intended to reduce the severity of postcrash ﬁ res.

7 Feedback 8 Who’s Where 10-11 First Take 12 Up Front 13 Going Concerns 16 Inside Business Aviation 17 Airline Intel 18 Leading Edge 19 Commander’s Intent 20 In Orbit 22 Washington Outlook 63 Classiﬁ ed 64 Contact Us 65 Aerospace Calendar

COMMERCIAL AVIATION 59 Peru’s airlines aim to expand, 31 New fi ghters and frigates are 24 Airbus and Boeing reject despite infrastructure constraints priorities for Belgium as it overcapacity concerns and and slow economic growth modernizes armed forces steadily expand production BUSINESS 32 Northrop Grumman begins radar 26 Budget airline infl ux sensor integration for fi rst NATO spurs Asiana 37 Finmeccanica restructures to set up low-cost subsidiary with ground surveillance Global Hawk focused on international routes “one-company” strategy to sharpen focus on core business 39 Winning the KF-X fi ghter contract 27 Pratt & Whitney develops fi x for should be transformative for geared turbofan startup issue SPACE Korea Aerospace Industries delaying A320neo service entry 38 SpaceX Falcon 9 core stage recovery will not change plans for DEFENSE IN ISRAEL 33 Mitsubishi Aircraft’s methodical Ariane 6, Arianespace asserts 41 Israeili air force cuts fl ying approach to fl ight testing delays hours, boosts LVC training and fi rst delivery of MRJ to 2018 DEFENSE advanced, networked simulation 28 U.K. think tank 34 Norwegian requests another U.S. warns governments 43 With future targets expected to be foreign air permit—for its U.K. to prepare against malicious uses harder to fi nd and identify, Israel’s subsidiary—as controversy swirls of commercial UAV technology defense industry plans strategy

36 Speculation about a possible 29 Australia acknowledges airborne 44 Israeli defense companies detail merger follows Spirit Airlines’ electronic intelligence program how their technology development replacement of longtime CEO with order for Gulfstream G550s maintains an edge on competitors

ON THE COVER 37 A restructuring process Israel is making strides in simulation, weapons and sensors. A is transforming Finmeccanica and special report details the advances and explores the unique Israeli helping it renew focus on its core defense culture and how it breeds new ideas (page 41). A Smart Quad Rack for the Spice-250 glide bomb is just outboard of the aerospace and defense business external fuel tank on the right wing of an F-16 in the Rafael photo on the cover. Also in this issue are reports on the reorganization of Finmeccanica (page 37) and new tools for ﬂ ight operations (page 52 Next-generation ﬂ ight 52) and a columnist’s view of why the A380 was a smart move for operations will be ruled less by Airbus (page 12). Aviation Week publishes a digital edition every new technologies than by creative- week. Read it at AviationWeek.com/awst and on our app. ly employing tools available now

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

AW_01_18_2016_p04-06.indd 4 1/14/16 5:59 PM January 18-31, 2016 Contents Volume 178 Number 2 AVIATIONWEEK & SPACE TECHNOLOGY Digital Extras Tap this icon in articles in the digital edition of AW&ST for exclusive A remotely piloted Boeing 720 was deliberately crashed as part features. of NASA’s December 1984 “controlled impact demonstration” 46 to test an antimisting fuel additive intended to reduce the severity of postcrash ﬁ res.

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

AW_01_18_2016_p04-06.indd 4 1/14/16 5:59 PM 601AWB5.indd 1 1/13/2016 9:49:17 AM 2929

Mobile. Online. 100 YEARS OF AVIATION WEEK 56 Near-to-eye display systems 46 Technology debates and mysterious for military pilots are coming Updated Daily. incidents are unavoidable in soon to lower-cost civilian improving air safety, history shows Free to subscribers. Get new content head-up displays daily and read the weekly digital edition 47 These 10 breakthroughs made of Aviation Week online or in our app. 58 Virtual reality head-mounted aviation more safe and enabled the air travel industry to grow displays and gaming technology DESKTOP/LAPTOP will be used to keep aircraft ﬂ ying Go to AviationWeek.com/awst 48 In next decades, cyberpilots may ﬂ y commercial aircraft equipped TECHNOLOGY APPLE APP with combined visual systems Go to the Apple App Store, search for “Aviation Week” and download the 60 Machines will play NEXT-GENERATION a key, increasing Aviation Week & Space Technology FLIGHT OPERATIONS role in the Pentagon’s human- app to your iPad or iPhone. centered “Third Of set” strategy 52 Industry cultivates the seeds ANDROID APP of connectivity, surveillance 62 Europe’s Clean Sky 2 will pave the Go to Google Play, search for “Aviation and visual immersion way for next-gen airliners, fast Week” and download the Aviation Week & Space Technology app for your 52 Innovators work rotorcraft and regional aircraft to meet new Android phone or tablet. European tracking rules, with cost-ef ectiveness in mind VIEWPOINT LOGIN 66 How to maintain competitive Tap on any locked article to get to the 55 Broadband connectivity to and login screen OR on the menu icon in the pressure on the F-35 and Long- from cockpits will unlock the door upper right corner of the app screen to weather situational awareness Range Strike Bomber contractors (image with three parallel lines) and tap “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 having problems with the download or login, contact our customer care team for assistance: Toll-free (North America) 800-525-5003 Outside North America (+1) 847-763-9147

Email: [email protected] 28 Web: AviationWeek.com/awstcustomers

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AW_01_18_2016_p04-06.indd 6 1/14/16 5:59 PM Feedback Aviation Week & Space Technology welcomes the opinions of its readers on issues raised in ASKING ABOUT AOA has become invalid. In this way, the the magazine. Address letters to the Executive Editor, Aviation Week & Space Technology, John Croft’s article on the crash AoA information is less prone to 1911 Fort Myer Drive, Suite 600, Arlington, Va. of [Indonesia] AirAsia Flight 8501 misinterpretation, does not require 22209 or send via email to: (AW&ST Dec. 7-20, 2015, p. 24) includes another gauge to be monitored [email protected] references to Air France Flight 447 and uses scales with which pilots Letters should be shorter than 200 words, and and Colgan Air Flight 3407, suggest- are already familiar. Thus, in the you must give a genuine identification, address ing angle-of-attack (AoA) issues. But it absence of such research data to the and daytime telephone number. We will not print anonymous letters, but names will be 2929 would seem that commercial aircraft contrary, we support the presenta- withheld. We reserve the right to edit letters. do not have this important display. tion of AoA-derived information but Why not? do not support the direct display of Colin Campbell AoA values. BRADFORD ON AVON, ENGLAND Mobile. Online. COMMENTS ON A&D 2016 Our “2016 Aerospace & Defense— 100 YEARS OF AVIATION WEEK 56 Near-to-eye display systems Updated Daily. What you need to know for the year 46 Technology debates and mysterious for military pilots are coming ahead” (AW&ST Jan. 4-17, pp . 42-140) incidents are unavoidable in soon to lower-cost civilian generated online comments from pun- Free to subscribers. Get new content improving air safety, history shows head-up displays dits and followers of the A&D commu- daily and read the weekly digital edition nity. A sampling follows. 47 These 10 breakthroughs made of Aviation Week online or in our app. 58 Virtual reality head-mounted aviation more safe and enabled [email protected] notes: displays and gaming technology the air travel industry to grow DESKTOP/LAPTOP It is strange that the authors of will be used to keep aircraft fl ying Go to AviationWeek.com/awst the projections do not completely 48 In next decades, cyberpilots may APPLE APP consider prospects of development fl y commercial aircraft equipped TECHNOLOGY of aircraft for special purposes, in with combined visual systems Go to the Apple App Store, search particular for forest conservation and for “Aviation Week” and download the 60 Machines will play wildfi re fi ghting . . . NEXT-GENERATION a key, increasing Aviation Week & Space Technology FLIGHT OPERATIONS role in the Pentagon’s human- app to your iPad or iPhone. Talyn comments about “Stealthy centered “Third Of set” strategy 52 Industry cultivates the seeds ANDROID APP Progress,” an overview of the fi ghter of connectivity, surveillance sector (page 64): 62 Europe’s Clean Sky 2 will pave the Go to Google Play, search for “Aviation and visual immersion There’s more than a “potential” gap program extremely well. F-35 support- way for next-gen airliners, fast Week” and download the Aviation Week in air-to-air fi ghters for USAF, there’s ers overlook facts or deny that they & Space Technology app for your 52 Innovators work rotorcraft and regional aircraft The reader is correct that commercial a “real” one. exist. But he did not touch on cost is- to meet new Android phone or tablet. European tracking rules, with aircraft, including the Airbus A320, sues . . . [a lengthy list follows online]. cost-ef ectiveness in mind VIEWPOINT LOGIN do not present the pilots with a direct Remf responds: measurement of angle of attack. In its Depends. If the F-35s are used as Catch-up with or add to the dialog at 66 How to maintain competitive Tap on any locked article to get to the comments to the fi nal report on the crash recommended, no. If the intent is ow.ly/X47MH or through your Avia- 55 Broadband connectivity to and login screen OR on the menu icon in the pressure on the F-35 and Long- of Indonesia AirAsia Flight 8501, the to do air-to-air with F-35 versus 4g, tionWeek.com account. from cockpits will unlock the door upper right corner of the app screen to weather situational awareness Range Strike Bomber contractors French aviation safety organization, with key systems including electronic (image with three parallel lines) and tap BEA, outlines the reasons why.—Ed. countermeasures turned of , yes. But “Login.” Log in using the email address BEA: It is agreed that providing then, there is a very large air-to-air associated with your subscription. AoA-based information can improve gap with any 4g fi ghter used against a Corrections pilot awareness to help avoid loss Mitsubishi A6M . . . or a Fokker D.VII. In the Jan. 4-17 issue, page 16, the Forgot Password? Tap the “forgot of control due to aerodynamic stall. combined revenue of GE and Safran was password” link on the login screen Although a direct AoA indicator Don Bacon weighs in: misstated; it is $160 billion in a com- and follow the reset instructions emailed may improve fl ight-crew awareness We haven’t even talked about the mentary. An article on page 68 misstated to you (this password may not be the same in some specifi c circumstances, weak F-135 engine, with the rubbing developments relating to the A400M; it as your digital edition password). such as in proximity to a stall, [its] problem due to excessive engine fl ex should have said Spain hopes to delay half presence in the cockpit would neces- now only remedied by trenching, of its A400M purchases and specifi ed that Customer Service If you don’t have sitate specifi c fl ight-crew training. which removes some of the ef ect but a fi nal report on the May 2015 crash of the a registered email or password, or are Having an additional gauge to moni- doesn’t address the root cause of the airlifter has yet to be fi led. An article on having problems with the download tor would also marginally increase excessive rubbing. . . . This trenching page 130 misstated engine aftermarket or login, contact our customer care pilot workload in [routine] fl ying is the remedy that Amy Hillis (nee demand; it is $282.1 billion. On page 106, team for assistance: where the information is of little Butler) once correctly described as NavCanada’s investment toward ATM benefi t. a “workaround.” So now maximum technology was misstated; it is $1.4 billion. Toll-free (North America) 800-525-5003 Providing AoA values directly is lateral acceleration on “operational” In the Dec. 21, 2015-Jan. 3, 2016, edition, only one way of presenting informa- aircraft has apparently been increased an article on page 42 misspelled the name Outside North America tion. AoA-based information can to 5.5g from 3.2g, still only less than of Raytheon’s Steve Bernstein and should (+1) 847-763-9147 also be presented on airspeed scales two-thirds of F-35A specifi cations. have clarifi ed that gallium nitride transis- (such as speed bands on airspeed tors have 5-10 times the power density of Email: [email protected] scales). This information can be MIG29 responds: gallium arsenide transistors so that chips 28 Web: AviationWeek.com/awstcustomers presented even if the airspeed itself [Bacon’s] post summed up the F-35 can be shrunk to much smaller sizes.

6 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 7

AW_01_18_2016_p04-06.indd 6 1/14/16 5:59 PM AW_01_18_2016_p07.indd 7 1/14/16 6:16 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 oeing has appointed Heidi B. U.S. Air Force Col. Angela Heidi B. Capozzi Aviation Week Intelligence Network BCapozzi (see photo) corporate M. Cadwell has been appoint- at AviationWeek.com/awin For senior vice president-human ed to the rank of brigadier gen- information on ordering, telephone resources. She also will join the Boe- eral. She had been executive U.S.: +1 (866) 857-0148 or ing executive council. Capozzi replac- ofcer to the deputy command- +1 (515) 237-3682 outside the U.S. es Tony Parasida, who is retiring. er, U.S. European Command, Triumph Group, headquartered in Stuttgart-Vaihingen, Germany. Berwyn, Pennsylvania, has named Walt Czajkowski has joined man Helicopters and Breeze- Daniel J. Crowley president and Fisba Optik as managing di- J.E. Boyington, Jr. Eastern. CEO. He had been president of inte- rector of its Tucson, Arizona, The Mobile (Alabama)Airport grated defense systems at Raytheon, production subsidiary. The Authority has named Brian and previously held various leader- company supplies optics and Belcher director of marketing ship positions at Lockheed Martin. related systems to the aero- and air service development for Triumph designs, engineers, manufac- space and defense industry. Mobile Regional Airport. tures, repairs and overhauls aircraft El Al Israel Airlines has ap- Lancair International Inc., components and systems. pointed Michal Ben Yacov which manufactures high- L-3 Communications has named (see photo) West Coast region- performance aviation kits, has U.S. Navy Rear Adm. (ret.) John E. al manager for sales and mar- Michal Ben Yacov named Kevin Eldredge (see “Ed” Boyington, Jr. (see photo) as keting, based in Los Angeles. photo) as director of business president-logistics solutions. Etihad Airways has ap- development. Lockheed Martin Space Systems has pointed Remco Althuis (see 15below, which specializes appointed Mat Joyce vice president/ photo) vice president-Europe. in passenger communications general manager of strategic and mis- Althuis has held several aero- for the travel industry, has ap- sile defense systems. nautics sales and marketing pointed Nicholas Key chief International Airlines Group (IAG), roles in Europe and Asia. executive ofcer. parent company to British Airways, Cedric Leurquin (see Marana Aerospace Solutions, Remco Althuis Iberia, Vueling and Aer Lingus, has photo) has joined the Paris- located in Marana, Arizona, appointed Andrew Crawley chief headquartered Thales Group has appointed Nick Morelos executive of IAG Cargo. He had been as the head of media relations director of maintenance. British Airways chief commercial of- and newsdesk. He will report Tampa, Florida-based Pemco fcer. Steve Gunning will become Brit- to Matt Pothecary, vice presi- Aviation Maintenance has ish Airways’ chief fnancial ofcer. dent-group communications. named Douglas Ragsdale di- China Aircraft Leasing Group Hold- Gulfstream Aerospace Corp. rector of quality. ings, China’s largest independent air- has promoted Nicholas craft operating lessor, has appointed Robinson to the position of Cedric Leurquin HONORS & ELECTIONS as deputy CEO both Barry Mok and regional vice president of new Ralph Paroli of the National Winnie Liu, who also becomes chief aircraft sales for Africa. He Research Council of Canada commercial ofcer; Mok remains chief had been Gulfstream’s director has been named 2016 chair- fnancial ofcer. Pitney Tang is now of product support sales for man of the ASTM International chief operating ofcer. the Asia-Pacifc region. board of directors. Duncan Aviation has named Lee The Center for Strategic and The Royal Aeronautical So- Bowes regional manger for the central Budgetary Assessments in Wash- ciety has awarded Ric Parker U.S. He had been regional manager for ington has named Katherine the 2015 Gold Medal for work the southwest U.S. Blakeley (see photo) as a policy Katherine Blakeley of an outstanding nature in Rich Greener has been appointed analysis research fellow. Blake- aerospace. He is director of senior vice president-cargo programs ley had been a defense policy research and technology at for GE Capital Aviation Services, based analyst at the Congressional Rolls-Royce. in Shannon, Ireland. Research Service and the Cen- CybAero, based in Linkoping, Ontic, a BBA Aviation company spe- ter for American Progress. Sweden, has appointed Anna cializing in OEM legacy products, has Meridian, a private aviation Ohrwall Ronnback as board named Matthew Pritchard director company based at Teterboro chairwoman and Goran Lars- of the Cheltenham, England, site. Airport in Teterboro, New Jer- Kevin Eldredge brink as the new vice chair. FlightSafety International has named sey, has named Kirk Stephen The Institute of Electrical Daniel MacLellan senior vice presi- director of marketing. and Electronics Engineers (IEEE) has dent-operations, based in New York; Mark Tattershall has been ap- awarded Arthur Winston the Robert David Opalach assistant manager of pointed director of business develop- S. Walleigh Distinguished Contribu- the learning center in Wilmington, Del- ment for AGC AeroComposites based tions to Engineering Professionalism aware; and Thierry Pierard assistant in Hayden, Idaho. He had been busi- award. Winston was IEEE president manager of the Dallas learning center. ness development director for Ka- in 2004. c

8 AvIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p08.indd 8 1/14/16 12:52 PM Who’s Where To submit information for the Market Forecasts & Industry Briefi ngs 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 6th Annual oeing has appointed Heidi B. U.S. Air Force Col. Angela Heidi B. Capozzi Aviation Week Intelligence Network Capozzi (see photo) corporate M. Cadwell has been appoint- at AviationWeek.com/awin For Aerospace Raw Materials Bsenior vice president-human ed to the rank of brigadier gen- information on ordering, telephone & Manufacturers Supply resources. She also will join the Boe- eral. She had been executive U.S.: +1 (866) 857-0148 or ing executive council. Capozzi replac- ofcer to the deputy command- +1 (515) 237-3682 outside the U.S. Chain Conference es Tony Parasida, who is retiring. er, U.S. European Command, Triumph Group, headquartered in Stuttgart-Vaihingen, Germany. Berwyn, Pennsylvania, has named Walt Czajkowski has joined man Helicopters and Breeze- March 7, 2016 Daniel J. Crowley president and Fisba Optik as managing di- J.E. Boyington, Jr. Eastern. CEO. He had been president of inte- rector of its Tucson, Arizona, The Mobile (Alabama)Airport grated defense systems at Raytheon, production subsidiary. The Authority has named Brian Beverly Wilshire, Beverly Hills, CA and previously held various leader- company supplies optics and Belcher director of marketing ship positions at Lockheed Martin. related systems to the aero- and air service development for Triumph designs, engineers, manufac- space and defense industry. Mobile Regional Airport. This Conference, to be held at the Beverly Wilshire in Beverly Hills, CA, is designed to serve a full- tures, repairs and overhauls aircraft El Al Israel Airlines has ap- Lancair International Inc., range of participants in the dynamic global commercial and military aircraft markets. The agenda components and systems. pointed Michal Ben Yacov which manufactures high- L-3 Communications has named (see photo) West Coast region- performance aviation kits, has includes topics of interest for equipment OEMs, sub-tier manufacturers, supply chain executives, U.S. Navy Rear Adm. (ret.) John E. al manager for sales and mar- Michal Ben Yacov named Kevin Eldredge (see market analysts, investment bankers and raw material suppliers. Speakers will address a broad range of “Ed” Boyington, Jr. (see photo) as keting, based in Los Angeles. photo) as director of business important topics including military and commercial aircraft supply chain strategies, demand outlook for president-logistics solutions. Etihad Airways has ap- development. Lockheed Martin Space Systems has pointed Remco Althuis (see 15below, which specializes aerospace raw materials, market and supplier trends, and the impact of lean manufacturing. If you are appointed Mat Joyce vice president/ photo) vice president-Europe. in passenger communications involved in commercial and military aviation supply chains, this Conference is geared for you. general manager of strategic and mis- Althuis has held several aero- for the travel industry, has ap- sile defense systems. nautics sales and marketing pointed Nicholas Key chief International Airlines Group (IAG), roles in Europe and Asia. executive ofcer. #RMC parent company to British Airways, Cedric Leurquin (see Marana Aerospace Solutions, Remco Althuis Iberia, Vueling and Aer Lingus, has photo) has joined the Paris- located in Marana, Arizona, appointed Andrew Crawley chief headquartered Thales Group has appointed Nick Morelos executive of IAG Cargo. He had been as the head of media relations director of maintenance. 30th Annual British Airways chief commercial of- and newsdesk. He will report Tampa, Florida-based Pemco fcer. Steve Gunning will become Brit- to Matt Pothecary, vice presi- Aviation Maintenance has Commercial Aviation ish Airways’ chief fnancial ofcer. dent-group communications. named Douglas Ragsdale di- Industry Suppliers Conference China Aircraft Leasing Group Hold- Gulfstream Aerospace Corp. rector of quality. ings, China’s largest independent air- has promoted Nicholas craft operating lessor, has appointed Robinson to the position of Cedric Leurquin HONORS & ELECTIONS March 7 – 9 2016 as deputy CEO both Barry Mok and regional vice president of new Ralph Paroli of the National Winnie Liu, who also becomes chief aircraft sales for Africa. He Research Council of Canada commercial ofcer; Mok remains chief had been Gulfstream’s director has been named 2016 chair- Beverly Wilshire, Beverly Hills, CA fnancial ofcer. Pitney Tang is now of product support sales for man of the ASTM International chief operating ofcer. the Asia-Pacifc region. board of directors. Duncan Aviation has named Lee The Center for Strategic and The Royal Aeronautical So- Bowes regional manger for the central Budgetary Assessments in Wash- ciety has awarded Ric Parker For the 30th year, SpeedNews presents its Annual Commercial Aviation U.S. He had been regional manager for ington has named Katherine the 2015 Gold Medal for work Industry Suppliers Conference in Beverly Hills, California. Hear from Katherine Blakeley the southwest U.S. Blakeley (see photo) as a policy of an outstanding nature in aircraft and engine manufacturers on the status of their current programs Rich Greener has been appointed analysis research fellow. Blake- aerospace. He is director of senior vice president-cargo programs ley had been a defense policy research and technology at and learn from industry experts about the fi nancial status of the aviation for GE Capital Aviation Services, based analyst at the Congressional Rolls-Royce. industry. This Conference is geared towards equipment manufacturers, raw in Shannon, Ireland. Research Service and the Cen- CybAero, based in Linkoping, material suppliers, aviation analysts, fi nancial institutions, and marketing Ontic, a BBA Aviation company spe- ter for American Progress. Sweden, has appointed Anna cializing in OEM legacy products, has Meridian, a private aviation Ohrwall Ronnback as board executives, all of whom will walk away with new knowledge about the named Matthew Pritchard director company based at Teterboro chairwoman and Goran Lars- industry. Discounts are available for those interested in attending both of the Cheltenham, England, site. Airport in Teterboro, New Jer- Kevin Eldredge brink as the new vice chair. events. Please contact us for more information. FlightSafety International has named sey, has named Kirk Stephen The Institute of Electrical Daniel MacLellan senior vice presi- director of marketing. and Electronics Engineers (IEEE) has dent-operations, based in New York; Mark Tattershall has been ap- awarded Arthur Winston the Robert David Opalach assistant manager of pointed director of business develop- S. Walleigh Distinguished Contribu- #ASC the learning center in Wilmington, Del- ment for AGC AeroComposites based tions to Engineering Professionalism aware; and Thierry Pierard assistant in Hayden, Idaho. He had been busi- award. Winston was IEEE president SpeedNews • 11500 W. Olympic Blvd., Suite 574 • Los Angeles, CA 90064, USA • Tel: +1-424-465-6501 • [email protected] manager of the Dallas learning center. ness development director for Ka- in 2004. c For more information on these and other SpeedNews Aviation Industry Suppliers Conferences, please visit www.speednews.com

8 AvIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p08.indd 8 1/14/16 12:52 PM 601AWB9.indd 1 1/14/2016 3:19:24 PM First Take

begun in November 2014. plans to invest €9.2 billion ($10 billion) Japan has shown interest in new fighters, six unmanned aircraft

NORTHROP NORTHROP GRUMMAN in combining a Mitsubishi- systems and new search-and-rescue developed active, electronically helicopters, and commit to the use of scanned array radar seeker an aerial refueling aircraft. with Europe’s MBDA Me- teor beyond-visual-range COMMERCIAL AVIATION DEFENSE missile. Boeing delivered 762 commercial Northrop Grumman is installing In a surprise move, Australia has aircraft in 2015, up from 723 in 2014, the radar in the first NATO Alli- purchased two Gulfstream G550s beating Airbus’s record total of 635 ance Ground Surveillance (AGS) modified to intelligence, surveillance deliveries, up from 629 a year earlier. Global Hawk following first flight of the and reconnaissance and electronic- But Airbus took the lead in net orders, unmanned aircraft in December. After warfare aircraft from L-3 Commu- booking 1,036 aircraft compared with tests at Edwards AFB, California, the nications for $93.6 million. The U.S. Boeing’s 768. The European manu- first of five NATO AGS will be ferried Foreign Military Sales contract is to facturer saw a less severe drop than to Sigonella, Sicily, for integration be completed by the end of November Boeing from 2014 levels (page 24). with the European-developed ground 2017, says the Pentagon (page 29). systems (page 32). All Nippon Airways plans to buy Slovakia says a government-to- an 8.8% stake in Vietnam Air- Germany is to negotiate with Airbus government deal with Sweden to lines—worth $108 million—under Defense & Space to lease Israel Aero- lease 8-12 Saab Gripen ﬁ ghters could a memorandum of understanding space Industries’ Heron TP unmanned be finalized in the next few months. announced Jan. 12. The carriers intend aircraft to replace leased Heron 1s now They will replace expensive-to-operate to codeshare on routes between Japan used over Afghanistan and Mali and to MiG-29s inherited when Czechoslova- and Vietnam and on their domestic bridge the gap to 2025, when a Euro- kia split following the breakup of the networks starting in October. The Viet- pean medium-altitude, long-endurance Warsaw Pact. The Czech Republic and namese government will remain the UAV developed by Germany, France, Hungary operate leased Gripens. largest stakeholder in the local airline. Italy and Spain is to be available. Belgium will purchase 34 fighters to A cautious approach to flight testing, The U.K. and Japan have completed replace its fleet of Lockheed Martin based on more extensive ground the first phase of a feasibility study F-16s. In a cross-party agreement on preparations, is behind Mitsubishi on a Joint New Air-to-Air Missile, its defense plan to 2030, the country Aircraft’s decision to delay first delivery

ANDRE TURCAT, 1921-2016 May 25, 2000, crash that turned out to be the beginning of the On March 31, 1976, Andre Turcat ended the chapter of his life end for the program. that made him famous. For the last time, he turned Concorde’s In his second career, Turcat served as a deputy mayor of engines off after landing in Toulouse. After 740 hr. on Concorde Toulouse and was a member of the European Parliament. In 1983, and 6,500 hr. total on 110 different aircraft types, France’s best- he founded the famous Academie de l’Air et de l’Espace. But he known pilot went into early retirement. He soon left politics in favor of pursuing arts never f ew an aircraft again. and history, receiving a doctorate in 1990. A It was an unusual decision at the age of deeply religious person, he later studied the- 54, particularly given that his life as a test ology. His many books cover not only aviation, pilot reaped many accolades and awards. but the arts and the Bible as well. On March 2, 1969, Turcat, co-pilot Jacques He was born in 1921 into a family of one Guignard, Henri Perrier and Michel Retif of the f rst French car manufacturers (Turcat- f ew Concorde for the f rst time. The aircraft Mery). He joined the French air force during took off from Toulouse-Blagnac Airport and World War II and was certif ed as a pilot in returned to the f eld a little less than 30 min. 1947. After leaving military service, he joined later. He left the landing gear and the air- the f ight-test center in Bretigny-sur-Orge in craft’s famous visor down, climbed to 10,000 1950 and set various speed records. He ft. and executed some initial handling tests. received the Harmon Trophy in 1958 for his Concorde performed well, but the weather early achievements and a second time in deteriorated. Back on the ground, Turcat 1970 for his role in the Concorde program. announced that the f rst f ight was “not an GETTY IMAGES/HULTON ARCHIVE The late Pierre Sparaco, an Aviation Week achievement” but only the beginning of a lot of work. & Space Technology Paris bureau chief, was a friend and cap- Concorde would not be certif ed until late 1975 after six years of tured much of the essence of the man in his books Andre Turcat: testing and dramatic cost overruns. But Turcat defended and fought Biography and Concorde: La Veritable Histoire. for the project long after he had left it—in particular following the Turcat died Jan. 4 at his home near Aix-en-Provence. He was 94.

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

AW_01_18_2016_p10-11.indd 10 1/14/16 7:27 PM First Take For the latest, go to AviationWeek.com

begun in November 2014. plans to invest €9.2 billion ($10 billion) of the MRJ regional jet to the second or Moving quickly after congress lifted direct sales. Agreements with custom- Japan has shown interest in new fighters, six unmanned aircraft third quarter of 2018 from the second restrictions on U.S. use of Russian ers have been restructured, resulting

NORTHROP NORTHROP GRUMMAN in combining a Mitsubishi- systems and new search-and-rescue quarter of 2017—already delayed from rocket engines under the spending bill in cancellation of 24 orders and 30 developed active, electronically helicopters, and commit to the use of the late-2013 date set when the pro- passed at the end of 2015, the United options. Bombardier will take a $278 scanned array radar seeker an aerial refueling aircraft. gram was launched in 2008. Launch Alliance (ULA) has ordered million charge in the fourth quarter of with Europe’s MBDA Me- RD-180 engines to power Atlas V 2015 to cover the changes. teor beyond-visual-range COMMERCIAL AVIATION Fatal accidents involving commer- boosters for civil and commercial DEFENSE missile. cial aircraft were the lowest ever in launches. The order will smooth the ROTORCRAFT Boeing delivered 762 commercial 2015, even factoring in intentional acts, transition to the U.S.-powered Vulcan Northrop Grumman is installing In a surprise move, Australia has aircraft in 2015, up from 723 in 2014, according to the Flight Safety Founda- booster, ULA says. Russian helicopters has received the radar in the first NATO Alli- purchased two Gulfstream G550s beating Airbus’s record total of 635 tion’s Aviation Safety Network (ASN). type certification from Russia for its ance Ground Surveillance (AGS) modified to intelligence, surveillance deliveries, up from 629 a year earlier. Listing 16 accidents and apparent european launch provider Ariane- long-delayed Mi-38 twin-engine heavy Global Hawk following first flight of the and reconnaissance and electronic- But Airbus took the lead in net orders, intentional acts resulting in 560 deaths, space made record sales of more unmanned aircraft in December. After warfare aircraft from L-3 Commu- booking 1,036 aircraft compared with ASN says 2015 was the fifth-safest year than €1.4 billion ($1.5 billion) in 2015, tests at Edwards AFB, California, the nications for $93.6 million. The U.S. Boeing’s 768. The European manu- to date in terms of fatalities. on 12 launches including six heavy-lift first of five NATO AGS will be ferried Foreign Military Sales contract is to facturer saw a less severe drop than Ariane 5 flights. Only 11 launches are to Sigonella, Sicily, for integration be completed by the end of November Boeing from 2014 levels (page 24). investigators say it may take weeks planned for 2016, but eight are to be with the European-developed ground 2017, says the Pentagon (page 29). to recover information from the Ariane 5 flights so sales are expected systems (page 32). All Nippon Airways plans to buy damaged flight data and cockpit voice to be higher. Slovakia says a government-to- an 8.8% stake in Vietnam Air- recorders from the West Air Sweden Germany is to negotiate with Airbus government deal with Sweden to lines—worth $108 million—under Bombardier CRJ200 freighter that BUSINESS AVIATION Defense & Space to lease Israel Aero- lease 8-12 Saab Gripen ﬁ ghters could a memorandum of understanding crashed in northwest Sweden on Jan. 7, space Industries’ Heron TP unmanned be finalized in the next few months. announced Jan. 12. The carriers intend killing both crew members. Cargo Dassault Aviation took orders for aircraft to replace leased Heron 1s now They will replace expensive-to-operate to codeshare on routes between Japan flight PT294 was en route from Olso’s only 45 Falcon business jets in 2015, Russian HelicopteRs used over Afghanistan and Mali and to MiG-29s inherited when Czechoslova- and Vietnam and on their domestic Gardermoen Airport to Tromso in half the number booked a year earlier, helicopter. In flight-testing since 2003 bridge the gap to 2025, when a Euro- kia split following the breakup of the networks starting in October. The Viet- Norway. citing the economic environment in and powered by two Klimov TV7-117V pean medium-altitude, long-endurance Warsaw Pact. The Czech Republic and namese government will remain the emerging markets. An order for 20 turboshafts, the 15.6-metric-ton aircraft UAV developed by Germany, France, Hungary operate leased Gripens. largest stakeholder in the local airline. SPACE Falcons from fractional-ownership is to enter serial production in 2016. Italy and Spain is to be available. operator NetJets was canceled in 2015, Belgium will purchase 34 fighters to A cautious approach to flight testing, Sierra nevada corp. (Snc) joins and Dassault fell short of its goal to helicopter maker AgustaWestland The U.K. and Japan have completed replace its fleet of Lockheed Martin based on more extensive ground incumbents orbital Atk and SpaceX deliver 66 business jets in 2015, ship- became Finmeccanica helicopters the first phase of a feasibility study F-16s. In a cross-party agreement on preparations, is behind Mitsubishi in the maximum $14 billion second ping just 55. on Jan. 1 under the Italian industrial on a Joint New Air-to-Air Missile, its defense plan to 2030, the country Aircraft’s decision to delay first delivery round of contracts to deliver cargo to group’s “One Company” initiative. Bombardier is terminating third- Alenia Aermacchi and Selex ES are party distributor agreements for its now the Aeronautics and Electronics, ANDRE TURCAT, 1921-2016 May 25, 2000, crash that turned out to be the beginning of the business jets, principally TAG Aero- Defense & Security divisions of On March 31, 1976, Andre Turcat ended the chapter of his life end for the program. nautics, to increase profits through Finmecanicca, respectively. that made him famous. For the last time, he turned Concorde’s In his second career, Turcat served as a deputy mayor of engines off after landing in Toulouse. After 740 hr. on Concorde Toulouse and was a member of the European Parliament. In 1983, and 6,500 hr. total on 110 different aircraft types, France’s best- he founded the famous Academie de l’Air et de l’Espace. But he 58 YEARS AGO IN AviAtion Week known pilot went into early retirement. He soon left politics in favor of pursuing arts our Jan. 20, 1958, cover featured a never f ew an aircraft again. and history, receiving a doctorate in 1990. A photo of the first production Boeing It was an unusual decision at the age of deeply religious person, he later studied the- sieRRa nevada coRp. 707-120, designed to carry 124 first-class 54, particularly given that his life as a test ology. His many books cover not only aviation, the International Space Station. NASA or 150 “tourist” passengers. The jetliner pilot reaped many accolades and awards. but the arts and the Bible as well. picked the three companies for at least had made its first flight the previous On March 2, 1969, Turcat, co-pilot Jacques He was born in 1921 into a family of one six flights each in 2019-24, adding the month. Reporting from Seattle, Aviation Guignard, Henri Perrier and Michel Retif of the f rst French car manufacturers (Turcat- cargo version of SNC’s Dream Chaser, a Week’s Richard Sweeney explained how f ew Concorde for the f rst time. The aircraft Mery). He joined the French air force during reusable lifting body with folding wings, the 707 was “aimed at reestablishing the took off from Toulouse-Blagnac Airport and World War II and was certif ed as a pilot in to fit a standard 5-meter (16.5-ft.) fair- company at the top of the commercial returned to the f eld a little less than 30 min. 1947. After leaving military service, he joined ing for more launch-vehicle options. later. He left the landing gear and the air- the f ight-test center in Bretigny-sur-Orge in market in the jet age.” There was plenty craft’s famous visor down, climbed to 10,000 1950 and set various speed records. He orbital Atk plans a booster with of competition: The same issue featured a ft. and executed some initial handling tests. received the Harmon Trophy in 1958 for his which to compete with the United photo of the Douglas DC-8, which would Concorde performed well, but the weather early achievements and a second time in Launch Alliance and Space X for at be rolled out three months later, and nine deteriorated. Back on the ground, Turcat 1970 for his role in the Concorde program. least six U.S. Air Force launches in months later, the redesigned de Havilland announced that the f rst f ight was “not an GETTY IMAGES/HULTON ARCHIVE The late Pierre Sparaco, an Aviation Week 2019-24. The company has won Air Comet would become the first trans- achievement” but only the beginning of a lot of work. & Space Technology Paris bureau chief, was a friend and cap- Force funding support for develop- Atlantic jetliner. For its part, the 707’s Concorde would not be certif ed until late 1975 after six years of tured much of the essence of the man in his books Andre Turcat: ment of a strap-on solid rocket motor, performance was greatly improved with Aviation Week’s 100-year testing and dramatic cost overruns. But Turcat defended and fought Biography and Concorde: La Veritable Histoire. solid-rocket common booster segment the introduction of Pratt & Whitney JT3D archive of past issues is now live online for the project long after he had left it—in particular following the Turcat died Jan. 4 at his home near Aix-en-Provence. He was 94. and an extendable nozzle for Blue turbofan engines in 1961. at: archive.aviationweek.com Origin’s BE-3U upper-stage engine.

10 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 11

AW_01_18_2016_p10-11.indd 10 1/14/16 7:27 PM AW_01_18_2016_p10-11.indd 11 1/15/16 10:36 AM Up Front By Antoine Gelain Contributing columnist Antoine Gelain is the managing director of Paragon European Partners. He is based in London.

commentary of the experience they ofer their passengers. For many, the A380 has become Far from Failure the fagship of their feets and is a signifcant contributor to their proftability and market leadership. The Airbus A380 is a testament to Europe’s Emirates, the biggest A380 customer, was the second most proftable airline commercial aerospace success and foresight in the world in 2014. Other A380 ast November, Airbus announced it would reduce the customers—such as Qatar Airways, L Singapore Airlines, Qantas or Etihad production rate of the A380 to 1.8 per month from 2.5 Airways—have been increasing their by mid-2017. This capped the frst zero-order year since the market share and boosting their program was launched 10 years ago and made naysayers more respective brands in the process. The A380 launch was as traumatic than happy to spread gloomy comments about the future of the for Airbus as it was disruptive for the program. What a shortsighted assessment! aviation community. For the aircraft maker, the program’s sheer complexity and the problems that ensued were a wake-up call that led to a major transformation in its management processes and operational efciency. The so-called Power8 restructuring plan, launched in 2007 in the wake of the A380 production delays and cost overruns, gave the company a big

Quentin Douchet/WikimeDia boost of competitiveness that is now benefting all other programs. In reality, the A380 was a strate- were no longer trying to win market Ten years after its launch, the A380 gic coup by Airbus and will still be a share through incremental innovation is clearly not yet the commercial hit fantastic asset for the company in the and catch up with Boeing; they aimed Airbus would have liked in terms years ahead. Its birth may have been to set the standards of commercial of quantity of airplanes sold. But it full of drama and setbacks, but it will aviation for the next half-century by must be remembered that 10 years is be remembered as the aircraft that introducing a completely new design a young age for an aircraft designed changed the competitive dynamics and architecture that would ft the air essentially to address tomorrow’s not only between Airbus and Boeing travel demographics and constraints rather than today’s demand. As a but also among international airlines. of tomorrow. Since then, major in- benchmark, the Boeing 747 really only In the 1990s, the monopolistic novations introduced on the A380 in became a blockbuster 20 years after position of Boeing’s 747-400 in the areas such as low-noise and low- the launch of its frst version. Besides, very-large-aircraft segment enabled emission engines, advanced materials, the A380’s popularity with existing the U.S. manufacturer to generate dis- modular avionics and electrical power customers and discerning air travel- proportionate profts, which it could generation have benefted all the new ers is unquestionable in terms of then use to subsidize other product Airbus programs. economics for the former, comfort for lines and invest in new R&D proj- With the advent of the A380, air- the latter and environmental consid- ects. Boeing had a huge competitive lines suddenly had something more erations for both. advantage over Airbus. But the launch than “cost per available seat mile” to There is no question, therefore, that of the A380 in 2006 essentially put an play with. They were able to reassess the A380 has redefned the balance end to that situation, and orders for their entire business model, with a of power between Airbus and Boeing. the 747 collapsed, efectively bringing clear focus on product and service It has propelled Airbus into a much the 747 passenger version to its end. diferentiation, and escape the com- more favorable competitive position Any proftability analysis of the modity magnet into which many had overall and given the most innova- A380 must take this into account. It been falling, particularly in North tive and forward-looking airlines a may not yet make much proft on its America. It is indeed no surprise product beftting their ambitions. The own, but the aircraft contributed to that all operators of the A380—none aircraft has also put air travelers back a major market-power redistribu- of which are American—are among at the center of the picture. tion between Boeing and Airbus. It the best-rated by air travelers. Their For all these reasons—with no also meant that, for the frst time, investment in the type, even if mar- ofense intended to fnancial analysts the Europeans became the “thought ginal for some, shows a real concern and other bean counters—the A380 leaders” in one market segment. They for customer service and the quality must be viewed as a success. c

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

AW_01_18_2016_p12.indd 12 1/13/16 5:24 PM Up Front By Antoine Gelain Going Concerns By Michael Bruno Contributing columnist Senior Business Editor Antoine Gelain is the managing Michael Bruno blogs at: director of Paragon European AviationWeek.com/ares Partners. He is based in London. [email protected] commentary commentary of the experience they ofer their Omron’s roughly $200 million take- passengers. over of robot-maker Adept Technol- For many, the A380 has become ogy at more than threefold the latter’s Far from Failure the fagship of their feets and is Vegas Baby, Vegas! 2014 revenue valuation. “High valua- a signifcant contributor to their tion multiples bode well for covered proftability and market leadership. companies, including AeroVironment The Airbus A380 is a testament to Europe’s Emirates, the biggest A380 customer, Beyond air shows, A&D analysts are watching [another TPC winner] and iRobot, was the second most proftable airline consumer electronics shows for the future, too and put a foor on pricing levels in commercial aerospace success and foresight in the world in 2014. Other A380 light of any unexpected potential busi- ast November, Airbus announced it would reduce the customers—such as Qatar Airways, ttending the Farn- ness downturns,” Burleson says. L Singapore Airlines, Qantas or Etihad A Indeed, it is the nexus of autonomy, production rate of the A380 to 1.8 per month from 2.5 Airways—have been increasing their borough or Paris robotics and artifcial intelligence (AI) by mid-2017. This capped the frst zero-order year since the market share and boosting their air shows once meant that could be the most consequential program was launched 10 years ago and made naysayers more respective brands in the process. everything if you were an tie-in for A&D. These and other so- The A380 launch was as traumatic called human-assist capabilities lie than happy to spread gloomy comments about the future of the for Airbus as it was disruptive for the aerospace and defense at the heart of the Pentagon’s Third program. What a shortsighted assessment! aviation community. For the aircraft executive, entrepreneur Ofset (see page 60). Not surprisingly, maker, the program’s sheer complex- or journalist. The annual U.S. automakers—sometimes viewed ity and the problems that ensued were Consumer TeChnology AssoCiATion as the A&D industry’s older sibling— a wake-up call that led to a major European extravagan- also are interested in these technolo- transformation in its management za—which alternates airfelds and is at Farnborough come gies, and some of the biggest news processes and operational efciency. July—was the place to see new technology as well as be seen. dominating CES revolved around The so-called Power8 restructuring pairings between Detroit giants and plan, launched in 2007 in the wake of The fnancial crisis of 2008 and the sion eras of home gadgetry would Silicon Valley stars like General Mo- the A380 production delays and cost Great Recession started to change become a locus of A&D innovation? tors and ride-sharing company Lyft. overruns, gave the company a big that, however. Northrop Grumman Sure, UAVs seem an obvious con- The buzz extended to the Detroit auto

Quentin Douchet/WikimeDia boost of competitiveness that is now and BAE Systems have bowed out of nection. But increasingly there are show earlier this month. benefting all other programs. corporate-level attendance in recent good reasons to look there, and not One pairing talked about both in In reality, the A380 was a strate- were no longer trying to win market Ten years after its launch, the A380 years citing costs (or more accurately, just because of the likes of the EHang Las Vegas and Detroit was a pur- gic coup by Airbus and will still be a share through incremental innovation is clearly not yet the commercial hit a decline in bang for the buck). Now, a 184, the self-promoted frst UAV for ported teaming between Alphabet, fantastic asset for the company in the and catch up with Boeing; they aimed Airbus would have liked in terms more fundamental change is occur- human passengers that garnered Google’s parent company, and Ford years ahead. Its birth may have been to set the standards of commercial of quantity of airplanes sold. But it ring, too, and A&D observers continue international headlines, or the Mota for ride-sharing and related feets. full of drama and setbacks, but it will aviation for the next half-century by must be remembered that 10 years is to look elsewhere to spot the future JetJat Nano UAVs on eye-catching The alignment reportedly was helped be remembered as the aircraft that introducing a completely new design a young age for an aircraft designed of A&D technology. The move comes scaled displayed here (see photo). along by former Ford CEO and Boe- changed the competitive dynamics and architecture that would ft the air essentially to address tomorrow’s as the commercial world is seem- One adjacent tech sector worth ing Commercial Airplanes CEO Alan not only between Airbus and Boeing travel demographics and constraints rather than today’s demand. As a ingly taking the lead over government watching is machine vision, which is Mulally, who now sits on the Alphabet but also among international airlines. of tomorrow. Since then, major in- benchmark, the Boeing 747 really only contractors when it comes to develop- the synthesis of sensors, cameras and board and calls himself a “Googler.” In the 1990s, the monopolistic novations introduced on the A380 in became a blockbuster 20 years after ing and providing new technology—a software to allow robots to “see” and The deals are coming as both the position of Boeing’s 747-400 in the areas such as low-noise and low- the launch of its frst version. Besides, shift even the Pentagon is trying to “think” without human involvement. old and new industries see threats to very-large-aircraft segment enabled emission engines, advanced materials, the A380’s popularity with existing capitalize on with its so-called Third “As autonomous platforms continue to longer-term growth potential in their the U.S. manufacturer to generate dis- modular avionics and electrical power customers and discerning air travel- Ofset plan. be adopted for military and commer- native markets but more potential proportionate profts, which it could generation have benefted all the new ers is unquestionable in terms of Take CES, the big annual consumer cial purposes, machine vision is a key in combining with others. Accord- then use to subsidize other product Airbus programs. economics for the former, comfort for electronics show held each January enabling technology,” Burleson says. ingly, A&D analyst Jim McAleese lines and invest in new R&D proj- With the advent of the A380, air- the latter and environmental consid- in Las Vegas. “CES is annually a solid Key suppliers include Teledyne Tech- sees another “direct” linkage between ects. Boeing had a huge competitive lines suddenly had something more erations for both. predictor of what to expect from the nologies, a conglomerate that won its Alphabet, Ford and A&D and suggests advantage over Airbus. But the launch than “cost per available seat mile” to There is no question, therefore, that tech sector in the year ahead,” Canac- category in Aviation Week’s Top- Washington watch such developments of the A380 in 2006 essentially put an play with. They were able to reassess the A380 has redefned the balance cord fnancial analyst Bobby Burleson Performing Companies (TPC) study closely. end to that situation, and orders for their entire business model, with a of power between Airbus and Boeing. told clients ahead of the Jan. 6-9 last year and had ranked the best “Silicon Valley giants are now cash- the 747 collapsed, efectively bringing clear focus on product and service It has propelled Airbus into a much event. “We expect highlights of the performance over the last fve years rich, but opportunity-poor,” he says, the 747 passenger version to its end. diferentiation, and escape the com- more favorable competitive position show to include hobbyist and military of among its peers (AW&ST April 27- noting Google’s restructuring last Any proftability analysis of the modity magnet into which many had overall and given the most innova- drone producers, growing Chinese May 10, 2015, p. 42). Other companies year and creation of its parent com- A380 must take this into account. It been falling, particularly in North tive and forward-looking airlines a robotics developers, and robots that not so familiar to A&D yet but worth pany and separate technology units. may not yet make much proft on its America. It is indeed no surprise product beftting their ambitions. The can be used for nontraditional service watching are Cognex, Keyence, Isra “Alphabet’s new subsidiaries will have own, but the aircraft contributed to that all operators of the A380—none aircraft has also put air travelers back applications.” Vision, MV Tech and Perceptron. greatest potential commonality to the a major market-power redistribu- of which are American—are among at the center of the picture. Who would have thought a con- Another area is robotic navigation, Defense Department’s Third Ofset, tion between Boeing and Airbus. It the best-rated by air travelers. Their For all these reasons—with no sumer electronics trade show better particularly as mergers and acquisi- particularly autonomous vehicles and also meant that, for the frst time, investment in the type, even if mar- ofense intended to fnancial analysts known for the advent of the video- tions here are a bellwether for some in actual AI machine learning for time- the Europeans became the “thought ginal for some, shows a real concern and other bean counters—the A380 cassette recorder (VCR), compact the A&D sector. One noteworthy deal sensitive missions of missile defense, leaders” in one market segment. They for customer service and the quality must be viewed as a success. c disc (CD) and high-defnition televi- last October was automation player cyber and electronic warfare.” c

12 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 aviationWeek.com/awst aviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 13

AW_01_18_2016_p12.indd 12 1/13/16 5:24 PM AW_01_18_2016_p13.indd 13 1/13/16 2:41 PM 601AWB14_15.indd 2 1/13/2016 11:46:27 AM

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commentary Pooler participation might be seen as a violation of federal aviation regulations regarding commercial operations. He Web Dead had been assured by a former top FAA attorney that cost-sharing was permis- Two uncommon ‘common carriers’ are grounded sible and, further, that putting future fight information online could not be lthough not a pilot, Steve Lewis counted several private construed as soliciting—“holding out” A in legal parlance—to the public. aviators among his fellow engineers at ITA Software in Just “to clear the air,” on May 19 he Cambridge, Massachusetts. And they frequently complained sent a legal brief detailing the service about the high cost of fying. So he fled that information away. to the FAA, but got no response for three months. “They probably thought Meanwhile, ITA, which specialized we were a small tech startup, and that in comparing airfares online, was we would just go away,” Lewis recalls. growing rapidly. Its search system Finally, in mid-August, the FAA did was so advanced—involving stagger- its best to make that happen. In letters ing computational power and speed; to AirPooler and Flytenow, the agency for example, there are 7 billion fight/ said that not only would their fare combinations in a roundtrip private pilots be in violation but between Boston and San Francisco— that their websites would in- that eventually every major airline deed be a form of “holding out” and travel company signed on. to the public, and thus would be In 2010, Google bought ITA for violations as well. $700 million. At that point, Lewis Lewis began lobbying, (see photo), who was head of product gaining support from aircraft marketing, began looking for a new manufacturers, pilot clubs, and challenge and pulled out the private AirPooler Photos senior members of Congress, pilot complaint fle. Because private pilots but to no avail. Then both he While he had delivered travel-pric- were involved and the and Voska were approached ing power to the masses, Lewis noted fights were noncom- by the Goldwater Institute, a that coincidentally the air carriers mercial, there could be conservative think tank. The in- had added fees and squeeze, resulting no charge to any passenger. But the stitute’s lawyers saw the FAA’s stance in mass discontent among travel- FAA does allow pilots and passen- as a free speech violation, among other ers. He suspected if given the option, gers to split operating costs—that is, things, and wanted to pursue the mat- passengers would eagerly embrace fuel, oil and parking fees, essentially. ter, pro bono. Voska accepted; Lewis private aviation—if it was afordable. So AirPooler would calculate each volunteered all his legal documents. FAA data revealed that the average fight’s allowable expenses, collect the The case went to the U.S. Court of annual usage of a four-seat, single- appropriate portion from passengers, Appeals for the District of Columbia. engine aircraft had declined steadily deduct a fee for its service and remit On Dec. 18, a three-judge panel issued over the years to just 111 hr., a “rather the balance to the pilot. its opinion, essentially supporting shocking” fgure, in Lewis’s view. “It’s Launched in 2014, AirPooler got an every one of FAA’s positions. AirPooler like owning a second home and using it overwhelming response. In a matter and Flytenow had been shot down. two days a year,” he says. “It’s absurd.” of months more than 10,000 pilots Voska expressed dismay, noting Since the overwhelming reason to signed on. The media hailed it as avia- that the FAA had grounded “the frst which pilots attributed the decline tion’s Uber. ‘common carrier’ in history with was “economic,” Lewis reasoned if Meanwhile, just across Boston’s no intention of making a proft.” He he could match the traveling public Charles River, Matt Voska, a North- charged the aviation agency with with private fights in light aircraft, eastern University business student “seriously stifing aviation.” the passengers and pilots would both and private pilot, was developing A further appeal is possible, but beneft. And thus was AirPooler born. a similar web-based service called unlikely. U.S. Rep. David Schweikert The concept was straightforward. Flytenow. Whereas Lewis and a (R-Ariz.) has introduced legislation Pilots would go to AirPooler’s web- partner self-funded AirPooler, Voska to legalize such fight-sharing opera- site, list an upcoming fight’s date, got fnancial support from several tions; that bill is now in the aviation origin and destination, along with the sources including his university and subcommittee. aircraft’s make and model and seats Y Combinator, a Silicon Valley “seed For his part, Lewis is not optimistic. available (see photo). Passengers could accelerator” for startups. “We’re done,” he says. “Ridesharing is peruse the site and sign up for a trip From the outset, Lewis was aware of bound to remain a terrestrial phe- that matched their planned travels. some private pilots’ concern that Air- nomenon for the foreseeable future.” c

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

AW_01_18_2016_p16.indd 16 1/14/16 5:11 PM Inside Business Aviation By William Garvey Airline Intel By Jens Flottau Business & Commercial Follow Managing Editor Aviation Editor-in-Chief for Civil Aviation Jens Flottau William Garvey blogs at: on Twitter @AirFlottau AviationWeek.com [email protected] [email protected] commentary Pooler participation might be seen as a commentary plication, which arguably cannot be violation of federal aviation regulations denied. Norwegian recently launched regarding commercial operations. He a second attempt to establish an Web Dead had been assured by a former top FAA Face the Real Issues operating platform, Norwegian UK attorney that cost-sharing was permis- (NUK) (see page 34), which now Two uncommon ‘common carriers’ are grounded sible and, further, that putting future faces the same kind of opposition fight information online could not be Aviation policy on both sides of the Atlantic from competitors that could delay its lthough not a pilot, Steve Lewis counted several private construed as soliciting—“holding out” favors established airlines—but why? creation by months, if not years. Here, A in legal parlance—to the public. too, the EC should clearly state that it aviators among his fellow engineers at ITA Software in Just “to clear the air,” on May 19 he nly a few weeks ago, the European Commission (EC) supports the plans of one of Europe’s Cambridge, Massachusetts. And they frequently complained sent a legal brief detailing the service Opresented its much anticipated aviation strategy. The fastest-growing, most innovative and about the high cost of fying. So he fled that information away. to the FAA, but got no response for risk-taking airlines. three months. “They probably thought package is meant to ensure that European airlines will become Of course and unfortunately, this is Meanwhile, ITA, which specialized we were a small tech startup, and that more competitive in the global air transport market, as the not the reality. The aviation package in comparing airfares online, was we would just go away,” Lewis recalls. sector has now been deemed vital to a healthy economy. and the lack of action in support of growing rapidly. Its search system Finally, in mid-August, the FAA did true competition—in this case specif- was so advanced—involving stagger- its best to make that happen. In letters That the commis- cally Norwegian—shows how much the ing computational power and speed; to AirPooler and Flytenow, the agency sion considers air old establishment still drives policy. for example, there are 7 billion fight/ said that not only would their transport to be an The aviation package was a pleasant fare combinations in a roundtrip private pilots be in violation but important industry surprise for the likes of Lufthansa and between Boston and San Francisco— that their websites would in- is obviously good Air France-KLM, the carriers that seem that eventually every major airline deed be a form of “holding out” news for airlines. to have the most difculty adapting in and travel company signed on. to the public, and thus would be The news would the current environment. Equally, on In 2010, Google bought ITA for violations as well. be even better if the other side of the Atlantic, the U.S. $700 million. At that point, Lewis Lewis began lobbying, Europe’s policy mak- Transportation Department’s inaction (see photo), who was head of product gaining support from aircraft ers were to draw the in the NAI case is appalling. Perhaps marketing, began looking for a new manufacturers, pilot clubs, and right conclusions the worst aspect is that it abnegates challenge and pulled out the private AirPooler Photos senior members of Congress, from their fnd- any responsibility by refusing to take a pilot complaint fle. Because private pilots but to no avail. Then both he ing. As noted in an position on the matter. While labor is While he had delivered travel-pric- were involved and the and Voska were approached earlier commentary ofcially driving the case against NAI ing power to the masses, Lewis noted fights were noncom- by the Goldwater Institute, a (AW&ST Dec. 31, and, more recently, NUK, all of it nicely that coincidentally the air carriers mercial, there could be conservative think tank. The in- 2015-Jan. 3, 2016, p. Joepriesaviation.net plays into the hands of Delta Air Lines, had added fees and squeeze, resulting no charge to any passenger. But the stitute’s lawyers saw the FAA’s stance 18), the package focuses on the wrong part of its short-haul and much of its Lufthansa and the like. Granted, these in mass discontent among travel- FAA does allow pilots and passen- as a free speech violation, among other issues, such as a regulatory fght long-haul operations to lower-pay sub- carriers represent an important part ers. He suspected if given the option, gers to split operating costs—that is, things, and wanted to pursue the mat- against Gulf carriers that includes an sidiaries or even lower-pay third-par- of the industry, but history has shown passengers would eagerly embrace fuel, oil and parking fees, essentially. ter, pro bono. Voska accepted; Lewis EC mandate for another round of nego- ty operators—is now declaring that it that protectionism ultimately does not private aviation—if it was afordable. So AirPooler would calculate each volunteered all his legal documents. tiations that will likely lead nowhere. is extremely dedicated to protecting solve structural and strategy issues; FAA data revealed that the average fight’s allowable expenses, collect the The case went to the U.S. Court of But the problem goes deeper than workers’ interests. It is so dedicated companies must solve them themselves. annual usage of a four-seat, single- appropriate portion from passengers, Appeals for the District of Columbia. that. The EC is very active in areas that it is stating that another air- In Delta’s case, it has. engine aircraft had declined steadily deduct a fee for its service and remit On Dec. 18, a three-judge panel issued where it should not be and shows no line cannot be allowed to operate. Ironically, there is one instance over the years to just 111 hr., a “rather the balance to the pilot. its opinion, essentially supporting action at all where it is needed. The Lufthansa is not alone in striking a where continued inaction would be shocking” fgure, in Lewis’s view. “It’s Launched in 2014, AirPooler got an every one of FAA’s positions. AirPooler best example of this fawed approach hypocritical stance. Most other flings welcome. After nearly a year, the U.S. like owning a second home and using it overwhelming response. In a matter and Flytenow had been shot down. is the ongoing saga of the foreign air in the docket are equally involved in Transportation Department still has two days a year,” he says. “It’s absurd.” of months more than 10,000 pilots Voska expressed dismay, noting carrier permit sought by Norwegian self-serving goals. not said whether it will request con- Since the overwhelming reason to signed on. The media hailed it as avia- that the FAA had grounded “the frst Air International (NAI), the proposed To be blunt, most transatlantic car- sultations with Qatar and the United which pilots attributed the decline tion’s Uber. ‘common carrier’ in history with long-haul arm of low-cost carrier riers are trying to squelch additional Arab Emirates, as demanded mainly was “economic,” Lewis reasoned if Meanwhile, just across Boston’s no intention of making a proft.” He Norwegian. The U.S. Transportation competition. But competition is exactly by Delta CEO Richard Anderson. He he could match the traveling public Charles River, Matt Voska, a North- charged the aviation agency with Department has withheld approval what would be in the best interest of is seeking such a meeting to discuss with private fights in light aircraft, eastern University business student “seriously stifing aviation.” for the airline for approximately two consumers and, ultimately, the airline what he alleges are unfair government the passengers and pilots would both and private pilot, was developing A further appeal is possible, but years, an unprecedented delay that is industry, which stands to beneft from subsidies to Emirates, Etihad Airways beneft. And thus was AirPooler born. a similar web-based service called unlikely. U.S. Rep. David Schweikert based on, well, what exactly? some new business models along with and Qatar Airways. The concept was straightforward. Flytenow. Whereas Lewis and a (R-Ariz.) has introduced legislation It mainly hinges on strong opposi- modernized versions of the old ones. It is understandable that the de- Pilots would go to AirPooler’s web- partner self-funded AirPooler, Voska to legalize such fight-sharing operation from U.S. labor, which, in turn, There are remedies. The Euro- partment does not want to make such site, list an upcoming fight’s date, got fnancial support from several tions; that bill is now in the aviation is equally strongly backed by major pean Commission should address a decision under perceived public or origin and destination, along with the sources including his university and subcommittee. legacy airlines on both sides of the At- the concerns in the joint committee industry pressure, but a clear policy aircraft’s make and model and seats Y Combinator, a Silicon Valley “seed For his part, Lewis is not optimistic. lantic. And in a less obvious example, that is tasked to discuss such issues, statement that it is not going to act available (see photo). Passengers could accelerator” for startups. “We’re done,” he says. “Ridesharing is the credibility of Lufthansa comes as defned in the EU/U.S. open skies would send an important signal—one peruse the site and sign up for a trip From the outset, Lewis was aware of bound to remain a terrestrial phe- into play. The German airline—which agreement. The EC should throw its that would be visible on the other side that matched their planned travels. some private pilots’ concern that Air- nomenon for the foreseeable future.” c is in the process of outsourcing a large political weight behind the NAI ap- of the Atlantic. c

16 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 aviationWeek.com/awst aviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 17

AW_01_18_2016_p16.indd 16 1/14/16 5:11 PM AW_01_18_2016_p17.indd 17 1/14/16 3:45 PM Leading Edge By Graham Warwick Follow Managing Editor for Technology Graham Warwick on Twitter @TheWoracle [email protected]

landing. Another big increase in ef- fi ciency could come from low-drag laminar fl ow, but this requires leading edges that move seamlessly, without gaps to disturb the fl ow. Morphing fl aps developed by FlexSys

NASA have been fl ight tested by Boeing and the U.S. Air Force Research Labora- COMMENTARY tory (AFRL) on a Gulfstream III. These have a compliant internal structure and seamless fl exible skins, but use Change Takes Time conventional actuation, making them simpler than many morphing con- cepts. The next step is to test compli- The promise of morphing aircraft ant fl ap tabs on an Air Force Boeing has yet to be realized KC-135, which could lead to production. FlexSys, meanwhile, has teamed here’s my fl ying car?” is the usual cry of those with Aviation Partners Inc. to look “W at commercial applications such as disappointed with the pace of progress in aviation. morphing winglets. But at an engineering conference in San Diego in early January, In the lab, AFRL is looking at a the question asked was “Where’s my morphing aircraft?” variable-camber compliant wing that can defl ect the leading and trailing The feasibility and benefi ts of chang- fl exible trailing-edge control surface edges simultaneously to optimize ing an aircraft’s shape in response to on a tailless fl ying-wing unmanned the wing for multiple fl ight condi- its environment have been demon- combat aircraft in a wind tunnel. And tions. This is similar in ef ect to the strated, but after decades of work the in 2003- 07, Darpa’s Morphing Aircraft F-111 MAW but with a much simpler technology has yet to make it into a project fl ew UAVs that could change mechanism: Applying force to the development or production program. wing sweep, chord and area. compliant ribs in one location and The discussion at the American These programs showed large per- one direction results in simultaneous Institute of Aeronautics and Astro- formance changes were possible but leading- and trailing-edge movement nautics SciTech conference Jan. 4-8 did not make a compelling case for to change camber. reiterated the benefi ts of being able to morphing, and there was no pull from In Europe, the Change project has adapt a single aircraft to signifi cantly the customer to take them beyond tested morphing leading and trail- dif erent mission requirements, but technology demonstration and into ing edges on an unmanned-aircraft underlined the complexity and risk system development, where all the wing that can also vary its span. The issues that have deterred the adoption challenges of optimization, integration goal is to enable the wing to adapt to of morphing technology. and certifi cation as well as reliability, dif erent mission phases, increasing Most aircraft change shape in some maintainability and the other “ilities” camber for high lift on takeof and way during fl ight—a wing designed would be tackled. landing, reducing span for high-speed for low drag at cruise speeds deploy- Morphing is back on the table for a transit, and increasing span and re- ing slats and fl aps for high lift at few reasons. One is the design freedom ducing camber to maximize the loiter low speed, for example. But morph- it can give unmanned-aircraft design- time on station. ing implies the ability to actively ers less constrained by certifi cation Another European early-stage adapt shape in fl ight to achieve large requirements. Another is the drive to research project, Novemor, led by Em- changes in performance that enable increase the ef ciency and reduce the braer, has designed an active camber one aircraft to conduct a mission emissions of commercial aircraft. A wing for a notional regional jet. This that currently requires two dif er- third reason is that advances in compli- has seamless, hingeless compliant- ent types—such as a hunter-killer ant structures promise simpler, more structure leading and trailing edges, unmanned aircraft that can adopt one robust shape-changing mechanisms. which the project team believes could shape to loiter and another to dash. For commercial-aircraft designers, be retrofi tted to conventional wings There have been several key dem- the next step in aerodynamic ef - to reduce drag and noise. So far, only onstrations over the decades. The ciency could come from more slender, a small model has been tested in the F-111 Mission Adaptive Wing (MAW) lower-drag wings, but these would be wind tunnel. (see photo) demo in 1985-88 combined fl exible and require active control to So the answer to the question seamless variable camber with vari- suppress fl utter and alleviate loads. “Where’s my morphing aircraft?” is able sweep to maintain aerodynamic This implies variable-camber trailing that it is still on the way—but could ef ciency at all speeds. In 1994-2001, edges that are in motion throughout be closer than it has been for several Darpa’s Smart Wing project tested a the fl ight and not just on takeof and decades. c

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

AW_01_18_2016_p18.indd 18 1/13/16 10:16 AM Leading Edge By Graham Warwick Commander’s Intent By Bill Sweetman Follow Managing Editor Read Sweetman’s posts on for Technology Graham Warwick our blog Ares, updated daily: on Twitter @TheWoracle AviationWeek.com/ares [email protected] [email protected] commentary landing. Another big increase in ef- Lockheed Martin needs to come of the fi ciency could come from low-drag fence and say whether or not it’s still laminar fl ow, but this requires leading Next News backing the KAI T-50 for T-X. edges that move seamlessly, without But to some degree, the T-X airframe gaps to disturb the fl ow. Headlines for 2016 is a distraction. The most important Morphing fl aps developed by FlexSys part of the program will be the live,

NASA have been fl ight tested by Boeing and virtual, constructive (LVC) simulation the U.S. Air Force Research Labora- system, which will allow the T-X trainee COMMENTARY tory (AFRL) on a Gulfstream III. These to fy air combat missions against have a compliant internal structure synthetic threats fown by human pi- and seamless fl exible skins, but use lots. Israel’s LVC setup (see photo; see Change Takes Time conventional actuation, making them page 41) will be the model that the U.S. simpler than many morphing con- Air Force wants to emulate. cepts. The next step is to test compli- I expect that the frst of many JSF The promise of morphing aircraft ant fl ap tabs on an Air Force Boeing stories of the year (whether or not has yet to be realized KC-135, which could lead to produc- Donald Trump, who says he might kill tion. FlexSys, meanwhile, has teamed it, is elected) will be a not-very-friendly here’s my fl ying car?” is the usual cry of those with Aviation Partners Inc. to look Elbit SyStEmS review by Michael Gilmore, the Penta- ne presidential candidate is talking about a task force to “Wdisappointed with the pace of progress in aviation. at commercial applications such as gon’s director of operational test and morphing winglets. Oinvestigate Area 51. Another is threatening to cancel the evaluation. He wasn’t happy with the But at an engineering conference in San Diego in early January, In the lab, AFRL is looking at a U.S. Marines’ at-sea test last summer F-35 Joint Strike Fighter (JSF). The U.S. Air Force’s next the question asked was “Where’s my morphing aircraft?” variable-camber compliant wing that and has been critical of avionics testing. can defl ect the leading and trailing trainer is getting bigger and more expensive. Defense Secretary The fscal 2017 budget should clarify The feasibility and benefi ts of chang- fl exible trailing-edge control surface edges simultaneously to optimize Ash Carter has just cut the Navy’s shipbuilding strategy of at what is happening with U.S. F-35 buys. ing an aircraft’s shape in response to on a tailless fl ying-wing unmanned the wing for multiple fl ight condi- Carter’s memo to the Navy late last its environment have been demon- combat aircraft in a wind tunnel. And tions. This is similar in ef ect to the the knees. It will be a busy year. year, curtailing production of the strated, but after decades of work the in 2003- 07, Darpa’s Morphing Aircraft F-111 MAW but with a much simpler In the U.S., Congressional budget discussion that accompanied the last littoral combat ship and its deriva- technology has yet to make it into a project fl ew UAVs that could change mechanism: Applying force to the wars and presidential politics—with big overhaul of the deterrent, back tives, looked like good news for the development or production program. wing sweep, chord and area. compliant ribs in one location and some of the most extreme choices in in the days of disco. Aviation Week’s JSF—“We will procure 31 additional The discussion at the American These programs showed large per- one direction results in simultaneous living memory—guarantee only one newly opened digital archive (archive. F-35Cs”—but then he added: “relative Institute of Aeronautics and Astro- formance changes were possible but leading- and trailing-edge movement thing: a lack of stability and predictabil- aviationweek.com) is full of startling to the Navy program objective memo- nautics SciTech conference Jan. 4-8 did not make a compelling case for to change camber. ity, which will be both a reason and an ideas from that era—names such as randum submission (and 10 more than reiterated the benefi ts of being able to morphing, and there was no pull from In Europe, the Change project has excuse for the Pentagon to execute pro- Big Bird, Dense Pack, Shell Game and the PB-16 plan).” So that’s 31 more adapt a single aircraft to signifi cantly the customer to take them beyond tested morphing leading and trail- grams spasmodically and inefciently. Midgetman—but the Pentagon has jets than a plan that nobody has seen, dif erent mission requirements, but technology demonstration and into ing edges on an unmanned-aircraft This will pose challenges for moving managed to short-circuit that discus- which included 21 fewer F-35s than underlined the complexity and risk system development, where all the wing that can also vary its span. The the Long-Range Strike Bomber (LRS-B) sion this time around. If any of the the fscal 2016 plan, which was itself issues that have deterred the adoption challenges of optimization, integration goal is to enable the wing to adapt to program into its next phase. The Boe- presidential candidates realize what is a cutback for the years between now of morphing technology. and certifi cation as well as reliability, dif erent mission phases, increasing ing/Lockheed Martin team’s protest going on, things could get interesting. and 2020. It appears that Carter was Most aircraft change shape in some maintainability and the other “ilities” camber for high lift on takeof and of the contract awarded to Northrop Hillary Clinton was probably joking reversing unpublished Navy plans to way during fl ight—a wing designed would be tackled. landing, reducing span for high-speed Grumman has thrown a wrench into when she said her administration would push F-35 orders to the right. for low drag at cruise speeds deploy- Morphing is back on the table for a transit, and increasing span and re- the schedule. The Pentagon’s task is to send a task force to investigate Area 51 Meanwhile, the 11 extra U.S. F-35s ing slats and fl aps for high lift at few reasons. One is the design freedom ducing camber to maximize the loiter put the program back on track before (more properly called the Groom Lake that were added in the fnal 2016 budget low speed , for example. But morph- it can give unmanned-aircraft design- time on station. it can become a political football like Flight Test Center) in Nevada. In 1994, late last year don’t appear to be “new” ing implies the ability to actively ers less constrained by certifi cation Another European early-stage every U.S. heavy bomber project except her husband, then-President Bill Clin- buys: They are jets in the 10th produc- adapt shape in fl ight to achieve large requirements. Another is the drive to research project, Novemor, led by Em- the wartime B-24 and B-29. ton, closed of several thousand acres tion batch that were supposed to go changes in performance that enable increase the ef ciency and reduce the braer, has designed an active camber Whether secrecy will protect the to the east of the base in 1994, making to export customers who have fallen one aircraft to conduct a mission emissions of commercial aircraft. A wing for a notional regional jet. This LRS-B remains to be seen. It worked direct surveillance much more difcult. behind their planned orders. Team JSF that currently requires two dif er- third reason is that advances in compli- has seamless, hingeless compliant- for the B-2 until the program reached I would be glad to join Ms. Clinton’s task needs to secure export contracts—Den- ent types—such as a hunter-killer ant structures promise simpler, more structure leading and trailing edges, the full-size hardware stage—which is force, but I am not holding my breath. mark, Turkey and Italy for example—in unmanned aircraft that can adopt one robust shape-changing mechanisms. which the project team believes could only two or three years away for the Speaking of secrets: Northrop order to not fall further behind. shape to loiter and another to dash. For commercial-aircraft designers, be retrofi tted to conventional wings new bomber. But if it does, expect the Grumman revealed a glimpse of ankle The likely casualty of all these There have been several key dem- the next step in aerodynamic ef - to reduce drag and noise. So far, only Pentagon to do the same with the other on its all-new T-X design late last year. moves—something that we may hear onstrations over the decades. The ciency could come from more slender, a small model has been tested in the new nuclear systems—the Long-Range We may see more, because as dead- less about than we should in 2016—is F-111 Mission Adaptive Wing (MAW) lower-drag wings, but these would be wind tunnel. Stand-Of replacement for the AGM-86 lines get closer, there’s less time to leap-ahead technology such as direct- (see photo) demo in 1985-88 combined fl exible and require active control to So the answer to the question Air-Launched Cruise Missile, and the exploit knowledge of a rival’s solution. ed energy and a shift from supersonic seamless variable camber with vari- suppress fl utter and alleviate loads. “Where’s my morphing aircraft?” is Ground-Based Strategic Deterrent Boeing should reveal more, because manned aircraft into longer-legged, able sweep to maintain aerodynamic This implies variable-camber trailing that it is still on the way—but could follow-on to the Minuteman III. so far the company has not done a subsonic, stealthy UAVs. It will be for ef ciency at all speeds. In 1994-2001, edges that are in motion throughout be closer than it has been for several Secrecy has already protected brilliant job of explaining why its tie-up the next administration to pick up that Darpa’s Smart Wing project tested a the fl ight and not just on takeof and decades. c these projects from the contentious with Saab is a good idea (which it is). torch in 2017. c

18 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst aviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 19

AW_01_18_2016_p18.indd 18 1/13/16 10:16 AM AW_01_18_2016_p19.indd 19 1/14/16 11:08 AM In Orbit By Frank Morring, Jr. Senior Editor Frank Morring, Jr., blogs at: AviationWeek.com/onspace [email protected]

commentary nostics may allow oncologists to tailor cancer treatments by gauging chemo- therapy side efects with living samples Station Experiment of individual patients’ tissue and could even lead to space-based facilities to grow replacement organs for trans- ISS is an orbiting testbed plant. That won’t happen on the ISS, for a new economy in space but it’s a long-range possibility, he says. The unique behavior of fuids in space goes well beyond pharmaceuti- t remains to be seen whether the International Space Station cal applications, and Casis is working I(ISS) actually will spark self-sustaining industry and markets with others to leverage funding in diferent felds. It has joined forces in low Earth orbit (LEO), but after four years of efort in space with the National Science Foundation and on the ground, the ISS is beginning to give the idea a pretty to award grants for fuid dynamics good tryout. The organization set up by Congress to explore LEO research that could have an impact on industries as diverse as electronics, commercial potential has gained some converts in its missionary oil and gas, and consumer products. work to businesses that don’t traditionally work in space, and the Total funding available to re- research growing out of that work has identifed intriguing pos- searchers in that joint efort—$1.8 million—does not refect the gov- sibilities for space commerce. ernment-supplied launch, in-space facilities and astronaut time to conduct The list of companies already experiments, which otherwise would working through the Center for the be prohibitive for all but the most well- Advancement of Science in Space (Ca- heeled companies. In addition to life sis) includes some familiar names— Eli science (see photo) and physical sci- Lilly & Co., Merck, Honeywell, Astri- ence, Casis is targeting Earth observa- um—and some cutting-edge startups tion and technical innovation as areas that have based their business models where businesses can use the station’s on commercial space apps, including National Lab assets. Made In Space and NovaWurks. The Last year’s back-to-back station- months ahead should produce some cargo launch failures have not dimmed surprising additions, say Casis opera- NASA growing commercial interest in station tives, as commercial researchers begin Organ-on-a-chip is a technology research, according to Bouthot. The to understand how the microgravity developed on the ground for simulat- U.S. has extended its ISS commitment and state-of-the-art laboratory gear on ing biological processes that may be to 2024 from 2000, and most of its in- the space station might advance their advanced in the low-acceleration envi- ternational partners have followed suit, work. ronment on the station, and companies a move initially billed as a way to build “Organ-on-a-chip is one of the sweet- involved in the work are beginning to confdence among potential commer- spot areas,” says Cynthia Bouthot, who work with Casis on space experiments. cial station users that there would be promotes the ISS U.S. National Lab “A lot of these organ-on-a-chip sys- a place to conduct their experiments facilities as Casis director of business tems are based on microfuidic-based once they were ready. Now Casis says development. technologies,” says Michael Roberts, interest has grown to the point that the The pharmaceutical industry has deputy chief scientist at Casis. “So issue is not how long the station will be been interested in space since the in those particular types of systems, there, but how soon a user can expect early space shuttle era. Microgravity the target is to miniaturize them as to get an experiment to it. makes it possible to grow large pro- much as you can and utilize fuidics “What we tell them, and what tein crystals for neutron difraction that are based on nonbuoyancy- we’ve proven, is the shortest experi- analysis that could lead to designer driven convection, so you actually ment we’ve done is six months from drugs. On the ISS, healthy astro- have fuids that are moving around the time we initially put the proposal nauts’ bones lose density in a process because they’re sticking to the walls. together,” says Bouthot. “It could that mimics osteoporosis, which has That lends itself very well to the be an average of between 12 and 18 advanced the development of drugs microgravity environment.” months —that’s probably more realis- to combat the illness. Changes in Roberts terms himself a “healthy tic—but especially when we get more the way bacteria express virulence skeptic” on the long-term commercial crewmembers and we make up [time and other factors can be a tool for potential of LEO research facilities, but lost to the launch failures], we can developing new ways to fght drug- he notes that the potential surpasses move things quickly, and that is the resistant infections. research alone. Biochip-based diag- time line they care about.” c

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

AW_01_18_2016_p20.indd 20 1/13/16 10:11 AM In Orbit By Frank Morring, Jr. Senior Editor Frank Morring, Jr., blogs at: AviationWeek.com/onspace CAN oNe AirCrAft [email protected] commentary nostics may allow oncologists to tailor cancer treatments by gauging chemo- do the work therapy side efects with living samples Station Experiment of individual patients’ tissue and could even lead to space-based facilities to grow replacement organs for trans- of three? ISS is an orbiting testbed plant. That won’t happen on the ISS, for a new economy in space but it’s a long-range possibility, he says. The unique behavior of fuids in space goes well beyond pharmaceuti- t remains to be seen whether the International Space Station cal applications, and Casis is working I(ISS) actually will spark self-sustaining industry and markets with others to leverage funding in diferent felds. It has joined forces in low Earth orbit (LEO), but after four years of efort in space with the National Science Foundation and on the ground, the ISS is beginning to give the idea a pretty to award grants for fuid dynamics good tryout. The organization set up by Congress to explore LEO research that could have an impact on industries as diverse as electronics, commercial potential has gained some converts in its missionary oil and gas, and consumer products. work to businesses that don’t traditionally work in space, and the Total funding available to re- research growing out of that work has identifed intriguing pos- searchers in that joint efort—$1.8 million—does not refect the gov- sibilities for space commerce. ernment-supplied launch, in-space facilities and astronaut time to conduct The list of companies already experiments, which otherwise would working through the Center for the be prohibitive for all but the most well- Advancement of Science in Space (Ca- heeled companies. In addition to life sis) includes some familiar names— Eli science (see photo) and physical sci- Lilly & Co., Merck, Honeywell, Astri- ence, Casis is targeting Earth observa- um—and some cutting-edge startups tion and technical innovation as areas that have based their business models where businesses can use the station’s on commercial space apps, including National Lab assets. Made In Space and NovaWurks. The Last year’s back-to-back station- months ahead should produce some cargo launch failures have not dimmed surprising additions, say Casis opera- NASA growing commercial interest in station tives, as commercial researchers begin Organ-on-a-chip is a technology research, according to Bouthot. The to understand how the microgravity developed on the ground for simulat- U.S. has extended its ISS commitment and state-of-the-art laboratory gear on ing biological processes that may be to 2024 from 2000, and most of its in- the space station might advance their advanced in the low-acceleration envi- ternational partners have followed suit, work. ronment on the station, and companies a move initially billed as a way to build “Organ-on-a-chip is one of the sweet- involved in the work are beginning to confdence among potential commer- spot areas,” says Cynthia Bouthot, who work with Casis on space experiments. cial station users that there would be promotes the ISS U.S. National Lab “A lot of these organ-on-a-chip sys- a place to conduct their experiments facilities as Casis director of business tems are based on microfuidic-based once they were ready. Now Casis says development. technologies,” says Michael Roberts, interest has grown to the point that the The pharmaceutical industry has deputy chief scientist at Casis. “So issue is not how long the station will be been interested in space since the in those particular types of systems, there, but how soon a user can expect early space shuttle era. Microgravity the target is to miniaturize them as to get an experiment to it. makes it possible to grow large pro- much as you can and utilize fuidics “What we tell them, and what tein crystals for neutron difraction that are based on nonbuoyancy- we’ve proven, is the shortest experi- analysis that could lead to designer driven convection, so you actually ment we’ve done is six months from the A400M – MULti-tASkiNG where it’S Needed MoSt. drugs. On the ISS, healthy astro- have fuids that are moving around the time we initially put the proposal nauts’ bones lose density in a process because they’re sticking to the walls. together,” says Bouthot. “It could You asked for an aircraft that could deliver heavy cargoes over that mimics osteoporosis, which has That lends itself very well to the be an average of between 12 and 18 advanced the development of drugs microgravity environment.” months —that’s probably more realis- considerable distances. You asked for one to land payloads to combat the illness. Changes in Roberts terms himself a “healthy tic—but especially when we get more wherever they are needed (and we do mean wherever). You the way bacteria express virulence skeptic” on the long-term commercial crewmembers and we make up [time asked for another that could refuel air-to-air. In the A400M we and other factors can be a tool for potential of LEO research facilities, but lost to the launch failures], we can developing new ways to fght drug- he notes that the potential surpasses move things quickly, and that is the give you all three. It is the only plane to combine these critical resistant infections. research alone. Biochip-based diag- time line they care about.” c capabilities and offers proof that one size can quite literally ft all. Find out more at airbusds.com/A400M 20 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 aviationWeek.com/awst

AW_01_18_2016_p20.indd 20 1/13/16 10:11 AM 601AWB21.indd 1 1/12/2016 10:28:51 AM Washington Outlook Edited by Jen DiMascio Managing Editor-Defense, Space & Security Jen DiMascio blogs at: AviationWeek.com/ares [email protected]

coMMentary vealed the carrier did not adequately help its disabled passengers and for multiple tarmac delays. The largest Deal, or No Deal share of the fnes, $2 million, was for its treatment of disabled passengers at hubs in Houston, Chicago, Denver, Will Washington undermine its budget agreement? Newark, New Jersey, and Washing- ton. After a “signifcant increase” hree weeks into 2016, and the politics of the fscal 2017 in complaints, the administration Tdefense budget are already in full swing. Late last year, to avoid investigated and found that United was not providing disabled passen- a ghastly government shutdown, the White House and Congress gers with enough assistance. agreed to a two-year budget deal that would provide $573 billion for Another $750,000 in fnes was lev- defense along with $59 billion to fght ongoing wars in fscal 2017. ied for violating tarmac-delay rules: fve fights at Chicago O’Hare Airport The deal bought them another Lockheed Martin on Dec. 8, 2013, and one fight on May year before any action on the 20, 2015, from Denver to Houston that fscal 2017 budget needs to be was diverted during a thunderstorm. taken, and with that extra time, In the 2013 incidents, the Transpor- Democrats and Republicans are tation Department acknowledged beginning the kind of chatter that United faced severe weather, but the could undermine the agreement. government blamed the Chicago prob- In his fnal State of the Union lem on “United’s gate management.” address, President Barack Obama “We remain committed to fully said the U.S. spends more on de- In its fscal 2017 budget request, meeting all [Transportation Depart- fense than the next eight nations ment] rules—particularly during combined, by way of explaining the Air Force breaks from recent difcult operating conditions [such as] the military’s might. The next day, practice, no longer requesting the those we encountered on Dec. 8, 2013, Rep. Mac Thornberry (R-Texas), at O’Hare Airport—and continue to chairman of the House Armed A-10 Thunderbolt II’s retirement. invest in cutting-edge technologies to Services Committee, said he was improve our ramp processes,” United “disturbed at rumors” that the spokesman Luke Punzenberger says. administration might back away from delay to A-10 retirements was possible As is often the case, United will not the agreement and seek to spend less at an event in December. “It’s doing a have to pay all of the fnes in cash. on defense in fscal 2017. Thornberry good job for us, so that’s perhaps a rea- It will compensate for the fnes by is already putting up a fght to hold the son to keep it a bit longer,” James said. investing in parking technology and line on the fscal 2016-17 accord. The Air Force is not formally con- improvements for disabled passen- Of course, with an uptick in global frming it will fund A-10s in fscal 2017, gers, including a new feature on the confict since the budget deal was saying it is too soon to discuss details airline’s mobile-phone application. reached, Thornberry might be will- of the upcoming budget. But news of The administration will also credit ing to increase spending on defense. the A-10 coming of the retirement United a further $650,000 to ofset Soon after the deal was made, other list, frst reported in Defense One, is the compensation it paid to customers Republicans started predicting their receiving a warm reception on Capitol who complained about its disability party would push for a higher level Hill. Sen. John McCain (R-Ariz.), services in 2014. c of defense spending in 2017. And that chairman of the Senate Armed Ser- may just have the support of the vices Committee, says the aircraft is Moving on chairman of the House Budget Com- “playing an indispensable role” in the Rep. Scott Rigell (R-Va.) will not mittee. Asked if the U.S. is spending Middle East and in Eastern Europe. seek re-election in 2016, the con- enough on its military, Rep. Tom Price “When the Obama administration gressman announced Jan. 14. Rigell, (R-Ga.) says: “I think we’re at the submits its 2017 budget request in a member of the House Armed lower ragged edge.” c the coming weeks, I hope it will follow Services Committee, represents a through on its plan to keep the A-10 district that has the largest concen- Staying Power fying so that it can continue to pro- tration of military personnel in the After years of rejecting U.S. Air Force tect American troops.” c U.S. Virginia’s 2nd Congressional proposals to retire the A-10 Thun- District is home to both Langley derbolt II, Congress appears to have in the DoghouSe AFB, where the Air Force’s Air fnally succeeded in keeping its beloved United Airlines has racked up $2.75 Combat Command is located, as well close-air support aircraft. Air Force million in Transportation Depart- as Naval Station Norfolk. Rigell was Secretary Deborah James indicated a ment fnes after an investigation re- elected in 2010. c

22 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 aviationweek.com/awst

AW_01_18_2016_p22.indd 22 1/14/16 6:50 PM Washington Outlook Edited by Jen DiMascio Managing Editor-Defense, Space & Security Jen DiMascio blogs at: AviationWeek.com/ares [email protected] coMMentary vealed the carrier did not adequately help its disabled passengers and for multiple tarmac delays. The largest Deal, or No Deal share of the fnes, $2 million, was for its treatment of disabled passengers Calendar at hubs in Houston, Chicago, Denver, 2016 Will Washington undermine its budget agreement? Newark, New Jersey, and Washing- ton. After a “signifcant increase” Don’t miss our series of unbeatable global events hree weeks into 2016, and the politics of the fscal 2017 in complaints, the administration Our comprehensive agendas feature the very latest in learning, thought leadership and Tdefense budget are already in full swing. Late last year, to avoid investigated and found that United knowledge-sharing for the MRO community. In addition to this, unparalleled networking was not providing disabled passen- a ghastly government shutdown, the White House and Congress gers with enough assistance. opportunities offer attendees the ultimate chance to meet existing contacts and develop agreed to a two-year budget deal that would provide $573 billion for Another $750,000 in fnes was lev- new ones in intimate, focused settings. defense along with $59 billion to fght ongoing wars in fscal 2017. ied for violating tarmac-delay rules: fve fights at Chicago O’Hare Airport The deal bought them another Lockheed Martin on Dec. 8, 2013, and one fight on May MRO Middle East MRO BEER year before any action on the 20, 2015, from Denver to Houston that February 3-4 June 8-9 fscal 2017 budget needs to be was diverted during a thunderstorm. Dubai, UAE Prague, Czech Republic taken, and with that extra time, In the 2013 incidents, the Transpor- Democrats and Republicans are tation Department acknowledged beginning the kind of chatter that United faced severe weather, but the Aero-Engines Americas Aero-Engines Europe could undermine the agreement. government blamed the Chicago prob- February 10-11 September In his fnal State of the Union lem on “United’s gate management.” Fort Lauderdale, FL, USA Lisbon, Portugal address, President Barack Obama “We remain committed to fully said the U.S. spends more on de- In its fscal 2017 budget request, meeting all [Transportation Depart- Airline Engineering & Maintenance: Airline Engineering & Maintenance: fense than the next eight nations the Air Force breaks from recent ment] rules—particularly during China & East Asia North America combined, by way of explaining difcult operating conditions [such as] March 9-10 September the military’s might. The next day, practice, no longer requesting the those we encountered on Dec. 8, 2013, Rep. Mac Thornberry (R-Texas), at O’Hare Airport—and continue to Hong Kong Charlotte, NC, USA chairman of the House Armed A-10 Thunderbolt II’s retirement. invest in cutting-edge technologies to Services Committee, said he was improve our ramp processes,” United MRO Americas MRO Asia-Pacifc “disturbed at rumors” that the spokesman Luke Punzenberger says. April 5-7 September 27-29 administration might back away from delay to A-10 retirements was possible As is often the case, United will not Dallas, TX, USA Singapore the agreement and seek to spend less at an event in December. “It’s doing a have to pay all of the fnes in cash. on defense in fscal 2017. Thornberry good job for us, so that’s perhaps a rea- It will compensate for the fnes by is already putting up a fght to hold the son to keep it a bit longer,” James said. investing in parking technology and Airline Engineering & Maintenance: Airline Engineering & Maintenance: line on the fscal 2016-17 accord. The Air Force is not formally con- improvements for disabled passen- Middle East Central, Eastern & Southern Europe Of course, with an uptick in global frming it will fund A-10s in fscal 2017, gers, including a new feature on the April 26-27 October confict since the budget deal was saying it is too soon to discuss details airline’s mobile-phone application. Abu Dhabi, UAE Zagreb, Croatia reached, Thornberry might be will- of the upcoming budget. But news of The administration will also credit ing to increase spending on defense. the A-10 coming of the retirement United a further $650,000 to ofset Engine Leasing, Trading & Finance MRO Europe Soon after the deal was made, other list, frst reported in Defense One, is the compensation it paid to customers May 11-12 October 18-20 Republicans started predicting their receiving a warm reception on Capitol who complained about its disability London, UK Amsterdam, The Netherlands party would push for a higher level Hill. Sen. John McCain (R-Ariz.), services in 2014. c of defense spending in 2017. And that chairman of the Senate Armed Ser- may just have the support of the vices Committee, says the aircraft is Moving on ap&m Summit Airline Engineering & Maintenance: chairman of the House Budget Com- “playing an indispensable role” in the Rep. Scott Rigell (R-Va.) will not May 31 Asia Pacifc mittee. Asked if the U.S. is spending Middle East and in Eastern Europe. seek re-election in 2016, the con- London, UK November enough on its military, Rep. Tom Price “When the Obama administration gressman announced Jan. 14. Rigell, Kuala Lumpur, Malaysia (R-Ga.) says: “I think we’re at the submits its 2017 budget request in a member of the House Armed c ap&m Europe lower ragged edge.” the coming weeks, I hope it will follow Services Committee, represents a June 1-2 through on its plan to keep the A-10 district that has the largest concen- Staying Power fying so that it can continue to pro- tration of military personnel in the London, UK After years of rejecting U.S. Air Force tect American troops.” c U.S. Virginia’s 2nd Congressional proposals to retire the A-10 Thun- District is home to both Langley derbolt II, Congress appears to have in the DoghouSe AFB, where the Air Force’s Air To learn more and to register visit www.aviationweek.com/events fnally succeeded in keeping its beloved United Airlines has racked up $2.75 Combat Command is located, as well close-air support aircraft. Air Force million in Transportation Depart- as Naval Station Norfolk. Rigell was Secretary Deborah James indicated a ment fnes after an investigation re- elected in 2010. c

22 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 aviationweek.com/awst

AW_01_18_2016_p22.indd 22 1/14/16 6:50 PM 601AWB23.indd 1 1/13/2016 9:41:49 AM COMMERCIAL AVIATION

Airbus, following a short pause in its ramp-up, is considering boosting the output of almost all its products beyond the publicly announced targets. The manufacturer is looking at whether it can go beyond the 60-aircraft-per-month level on the A320neo Boeing delivered 135 787s from Everett, Washington, and Charles- ton, South Carolina, plants in 2015.

family that it envisions for 2019 and above a rate of six per month on the A330neo program. “I just wish Didier would build more [A350s] faster,” Air- bus sales chief John Leahy says, referring to Executive Vice President of Programs Didier Evrard. Airbus delivered 635 aircraft in BOEING 2015, six more than a year earlier. It received 1,139 gross orders and 1,036 net Building Volume orders. At current rates, the backlog of 6,787 aircraft is equivalent to 10 years of production. “Our plans are based on frm orders with down payments, not Airbus is starting to deliver greater numbers of speculation,” says Leahy. A350s as Boeing benefts from high 787 output This is meant to reassure investors, some of whom have warned that the Jens Flottau Paris and Guy Norris Los Angeles amount of new aircraft flooding the market in the coming years is simply conomic uncertainty in China, recessions in Russia and too high. There is also considerable Brazil, political unrest in the Middle East, heightened con- concern in the aircraft finance com- E munity about the infux of secondhand fict between Iran and Saudi Arabia, the unclear efect A330s and Boeing 777s, which, at low of cheap oil on economies and aircraft demand and, above all, capital costs, could pose a threat to questions about the future of globalization are all in play; so it newly built jets. Both Airbus and Boe- ing believe the concerns are overdone. is not hard to fnd reasons for caution when it comes to con- “I see no bubble,” says Leahy. necting major markets. But impressive backlogs—in spite of a Although Airbus clearly outdid Boe- higher-than-ever aircraft output—are giving Airbus and Boeing ing’s net order total of 768 for 2015, the U.S. manufacturer retained the lead confdence that the marketplace will be able to absorb an even in terms of deliveries, with 762 for the further increase in production. year. The tally, which was once again Airbus vs. Boeing 2015 Net Orders

Single-Aisle Widebody Very Large Aircraft 767 49 777 16% 58 588 737 747-8 18% 2 40% 747-8F 2 50% 897 140 71 A330 60% 44% 22% 50% A320 787 A380 A350 -3 orders Total = 1,485 Total = 315 Total = 4 Source: Airbus

24 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p24-27.indd 24 1/14/16 5:22 PM COMMERCIAL AVIATION

Airbus, following a short pause in boosted by the accelerating produc- to 63.” He believes that the current mar- out producing current-engine-option- its ramp-up, is considering boosting tion rates of the 737 and 787, helped ket shift in favor of the A320neo will be A320s at that time if customers request the output of almost all its products the company break its annual delivery permanent. That type reached a 67% more of the older version. beyond the publicly announced tar- record for a third year running. Boe- market share last year versus the Boe- Beyond growth on the narrowbody gets. The manufacturer is looking at ing delivered 723 and 648 commercial ing 737 MAX. “I think the market has side, production of the A350 moves whether it can go beyond the 60-air- aircraft in 2014 and 2013, respectively. spoken very clearly. What was a 50/50 into full swing. Airbus will start de- craft-per-month level on the A320neo The continuing growth in deliveries split is now 60/40 and it will stay that livering signifcant numbers of A350s also marks the fourth year in succes- way,” Leahy says. Boeing is raising 737 in 2016 and plans to hand over nearly Boeing delivered 135 787s from sion Boeing has delivered more than output to 47 aircraft per month in 2017 50 this year, compared to 14 in 2015. Everett, Washington, and Charles- 600 aircraft in a year. In 2012, it de- and to 52 in 2018. It had indicated ear- Building 10 A350s per month in 2018 ton, South Carolina, plants in 2015. livered 601—the most in a single year lier it will consider going even higher. is the goal. Bregier says he expects the since 1999. In comparison, 477 were Boeing delivered 495 737s in 2015, in-service feet to reach a dispatch reli- family that it envisions for 2019 and delivered in 2011 and 460 in 2010. 10 more than in 2014. This increase ability of 98.5% this year. above a rate of six per month on the Although orders for the year were managed to keep 737 deliveries slight- Airbus missed its own target of A330neo program. “I just wish Didier only around 50% of 2014’s record-set- ly ahead of the A320 family, and again handing over 15 A350s last year. “We would build more [A350s] faster,” Air- ting 1,432, Boeing managed expecta- represents the largest number of any could have, [but we were beset] by bus sales chief John Leahy says, refer- tions earlier in 2015 by forecasting a one model delivered in a single year in some cabin issues,” Bregier says. Now ring to Executive Vice President of book-to-bill ratio of close to one-to-one Programs Didier Evrard. by year-end. As 2015 closed, the compa- TAM Airlines will introduce the Airbus Airbus delivered 635 aircraft in ny’s undelivered backlog stood at 5,795, A350 into revenue service later this month. BOEING 2015, six more than a year earlier. It re- a fgure remarkably close to the 5,789 in ceived 1,139 gross orders and 1,036 net the backlog at the same time in 2014. Building Volume orders. At current rates, the backlog of Boeing’s 2015 order tally, although 6,787 aircraft is equivalent to 10 years valued at a relatively modest $112.4 bil- of production. “Our plans are based on lion at current list prices compared to frm orders with down payments, not 2014’s $232.7 billion, represents “a solid Airbus is starting to deliver greater numbers of speculation,” says Leahy. year,” says Commercial Airplanes Presi- A350s as Boeing benefts from high 787 output This is meant to reassure investors, dent and CEO Ray Conner, who stresses some of whom have warned that the the company’s broader strategic goals of Jens Flottau Paris and Guy Norris Los Angeles amount of new aircraft flooding the maintaining a stable production system market in the coming years is simply and a balanced backlog. The mix “will conomic uncertainty in China, recessions in Russia and too high. There is also considerable help ensure a steady stream of deliver- Brazil, political unrest in the Middle East, heightened con- concern in the aircraft finance com- ies for years to come,” says Conner. munity about the infux of secondhand With the efect of further ramp-up E AIRBUS fict between Iran and Saudi Arabia, the unclear efect A330s and Boeing 777s, which, at low decisions kicking in only later, Airbus of cheap oil on economies and aircraft demand and, above all, capital costs, could pose a threat to is targeting a moderate increase in out- the history of the commercial jet age. Airbus will diversify the supply chain questions about the future of globalization are all in play; so it newly built jets. Both Airbus and Boe- put this year. According to CEO Fabrice According to Bregier, the frst A320- in some cases by introducing a second ing believe the concerns are overdone. Bregier, nearly 650 aircraft are going to neo will be delivered to Lufthansa source to reduce the risk of disruption. is not hard to fnd reasons for caution when it comes to con- “I see no bubble,” says Leahy. be delivered in 2016. Following the in- within the next two weeks. “Thanks Delays related to Zodiac’s lavatory and necting major markets. But impressive backlogs—in spite of a Although Airbus clearly outdid Boe- troduction of the frst A320neo, narrow- to Pratt & Whitney, we’ve not quite seat order were a major cause for con- higher-than-ever aircraft output—are giving Airbus and Boeing ing’s net order total of 768 for 2015, the body production increases will resume. delivered our frst A320neo yet,” Lea- cern in the A350 program. “Last year U.S. manufacturer retained the lead Leahy indicates that Airbus could go hy quipped. Airbus plans to be able to it was Zodiac; I am convinced they will confdence that the marketplace will be able to absorb an even in terms of deliveries, with 762 for the beyond 60 narrowbodies per month in produce 60 A320neo-family aircraft do better this year. But when the top further increase in production. year. The tally, which was once again the 2019-20 time frame, “perhaps even by around mid-2019 but is not ruling management of a company is in denial, Airbus vs. Boeing 2015 Net Orders 2015 Deliveries

Single-Aisle Widebody Very Large Aircraft Single-Aisle Widebody Very Large Aircraft 767 767 49 777 16 777 16% 58 4% 588 737 747-8 737 98 A380 18 747-8 18% 2 495 A330 747-8F 103 40% 40% 50% 27% 2 50% 897 140 71 491 28% A330 27 60% 44% 22% 50% 50% 14 135 A320 787 A320 60% A380 4% 37% A350 A350 -3 orders 787 Total = 1,485 Total = 4 Total = 986 Total = 315 Total = 366 Total = 45 Source: Airbus Source: Airbus; Boeing

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then this is a recipe for failure,” Bregier the 777-9X. Airbus, now in talks with craft. Airbus delivered 27 A380s last acknowledges. Zodiac has been “dese- several airlines at this stage, appears year; for orders this year, it notes only lected” for the A330neo program as a to be inching toward the launch of an that it is in talks with customers about consequence. But he concedes that “we additional derivative but is still weigh- more than 25 aircraft. A frm order for have some issues beyond Zodiac.” Early ing whether the market is big enough three more A380s—by an undisclosed A350 operators have reported a higher- to justify the additional investment. customer widely believed to be All Nip- than-expected number of replacement One program that is certainly not pon Airways (ANA)—was announced. items, particularly in the galleys. going to see a production increase any- Bregier and Leahy now feel confi- Meanwhile, Airbus is still ponder- time soon is the A380. Indeed, Airbus dent that they can comfortably achieve ing a further stretch of the A350 that is trying to cut fxed costs further so it the goal of modifying the A330 to the would seat 30 more passengers than can reach breakeven (on a recurring A330neo at a rate of six per month. the -1000, which is due to fy for the cost base), even with an output close to Leahy has been holding back A330neo frst time before year-end. The double- 20 aircraft per year. The original tar- proposals to focus on sales of the cur- stretch would come close in capacity to get was to break even at around 30 air- rent version, and production has come

expanding LCCs. Short-haul routes, where most of the LCC competition oc- Low-Cost Tactics curs, account for 63% of Asiana’s revenue, compared to 47% for rival Kore- Asiana’s new subsidiary is an important an Air. Based on published schedules, Asiana operates several Airbus facet of its recovery plan A321s and will likely use Airbus narrowbodies in its Air Seoul feet.

KIS estimates the fve South Korean LCCs will increase their international fights by a combined 58% year-on-year during the current winter season, versus an 11.1% collective increase for all South Korean carriers. While Asiana is establishing Air TONYV3112SHUTTERSTOCK.COM Seoul to maintain its competitiveness Adrian Schofeld Auckland on short-haul routes, “Given the difcul- ties related to fying too many routes outh Korea’s Asiana Airlines is A320s or A321s since both Asiana and too soon, we believe the efects will be Sthe latest major carrier to set its existing LCC subsidiary Air Busan gradual,” the analyst report says. up a new low-cost subsidiary operate these types. In addition to transferring some to better compete against an influx Air Seoul will operate to 11 inter- fights to the LCC, Asiana will cut other of budget airlines in its international national destinations in China, Japan routes as part of its restructuring plan. markets. and Southeast Asia. The Japanese It will cease fights to Vladivostok, Rus- The low-cost carrier (LCC )—to destinations will be secondary cities, sia, on Feb. 1 and suspend its Yangon, be named Air Seoul—is one of the and many of the services to Asia will Myanmar, and Bali, Indonesia, fights key elements in Asiana’s eforts to re- be overnight fights. Asiana says it will from March 1. structure its operations and restore its share its maintenance facilities and op- The airline’s cost-cutting moves will fnancial health. This will be Asiana’s erational expertise with Air Seoul. include closing some branch ofces, of- second low-cost subsidiary but the frst The new LCC will be based at fering voluntary retirement packages to focus on international routes from Seoul Incheon International Airport, and outsourcing certain services. the key market of Seoul. a major point of difference from Air As well as suffering from the in- Asiana intends to launch Air Seoul Busan, which fies mostly from South creased LCC competition on many of its in the frst half of 2016, after gaining Korea’s second-largest city of Busan. international routes, Asiana’s inbound an operators’ license from South Ko- The country has an increasingly com- travel demand was badly affected by rean authorities on Dec. 28. The airline petitive LCC market, also featuring the scare over Middle East respiratory will transfer some of its international Jin Air, Jeju Air, T’Way Air, Eastar Jet syndrome (MERS) in June and July. routes to the LCC with the expectation and multiple overseas-based carriers. The MERS effect forced Asiana to that such a business model will be bet- The South Korea-Japan market in par- temporarily scale back fights on some ter suited to those markets. ticular has a heavy LCC presence from key Asian routes. The carrier reported Many details about the new carrier both countries. a net loss of 88 billion won ($73 million) are yet to be revealed. Asiana has not Analysts from the Korea Investment for the first three quarters of 2015, confirmed Air Seoul’s fleet plan, al- and Securities Co. (KIS) note that double the loss from the same period though it will presumably use Airbus Asiana is particularly exposed to the a year earlier. c

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AW_01_18_2016_p24-27.indd 26 1/14/16 5:22 PM COMMERCIAL AVIATION then this is a recipe for failure,” Bregier the 777-9X. Airbus, now in talks with craft. Airbus delivered 27 A380s last down from 10 aircraft a month to six. was based on sustained production at tained at the rate of 8.3 aircraft per acknowledges. Zodiac has been “dese- several airlines at this stage, appears year; for orders this year, it notes only Leahy is also “pushing our program 10 per month, including the growing month, came in at 98 deliveries, one lected” for the A330neo program as a to be inching toward the launch of an that it is in talks with customers about people” to increase maximum takeof supply from Boeing’s Charleston, South fewer than 2014. consequence. But he concedes that “we additional derivative but is still weigh- more than 25 aircraft. A frm order for weight up to 245 tons. “We are produc- Carolina, facility, which delivered more Boeing also marked the delivery have some issues beyond Zodiac.” Early ing whether the market is big enough three more A380s—by an undisclosed tion-constrained on the A330 right now. than 40 787s in 2015. Together with the of the 100th 747-8, although the pro- A350 operators have reported a higher- to justify the additional investment. customer widely believed to be All Nip- We need to push it back up again,” he completion of the fnal batch of refur- gram—with only 20 aircraft remain- than-expected number of replacement One program that is certainly not pon Airways (ANA)—was announced. says. This could mean Airbus will re- bished early-build 787s, total delivering in the backlog—hovers perilously items, particularly in the galleys. going to see a production increase any- Bregier and Leahy now feel confi- turn to a level of seven or eight aircraft ies of the new twinjet are expected to close to subsisting on life-support. The Meanwhile, Airbus is still ponder- time soon is the A380. Indeed, Airbus dent that they can comfortably achieve per month fairly soon. climb to approximately 140 aircraft in unexpected commercial revival of the ing a further stretch of the A350 that is trying to cut fxed costs further so it the goal of modifying the A330 to the Boeing also saw a larger widebody 2016, of which more than 100 will likely 767, meanwhile, rolls on with 16 aircraft would seat 30 more passengers than can reach breakeven (on a recurring A330neo at a rate of six per month. output driven by the 787. In 2015, the be 787-9s. Assembly of the frst 787-10 delivered in 2015 and 80 remaining in the -1000, which is due to fy for the cost base), even with an output close to Leahy has been holding back A330neo company completed deliveries of 135 variant is expected to start later this the backlog, not counting airframes al- frst time before year-end. The double- 20 aircraft per year. The original tar- proposals to focus on sales of the cur- 787s, compared with 114 in 2014 and 65 year; fight testing could begin in 2017. located for the U.S. Air Force’s KC-46A stretch would come close in capacity to get was to break even at around 30 air- rent version, and production has come the previous year. The larger volume The 777 program, which was sus- tanker military derivative program. c AIRBUS expanding LCCs. Short-haul routes, where most of the LCC competition oc- Quicker Starter Low-Cost Tactics curs, account for 63% of Asiana’s revenue, compared to 47% for rival Kore- Asiana’s new subsidiary is an important an Air. Based on published schedules, No downside to GTF ‘motor-to- Asiana operates several Airbus start’ upgrade as Lufthansa is facet of its recovery plan A321s and will likely use Airbus narrowbodies in its Air Seoul feet. set for delayed A320neo delivery

KIS estimates the fve South Korean Guy Norris Los Angeles LCCs will increase their international fights by a combined 58% year-on-year ixes to eliminate an engine startup issue at the root during the current winter season, ver- F of a month-long slip in delivery of the frst PW1100G- sus an 11.1% collective increase for all powered Airbus A320neo will afect neither operability Modifcations to reduce extended startup time will include South Korean carriers. nor fuel burn, Pratt & Whitney says. minor changes to hardware and engine control software. While Asiana is establishing Air Although the geared turbofan (GTF) is certified and TONYV3112SHUTTERSTOCK.COM Seoul to maintain its competitiveness meets all performance requirements, originally scheduled will be hitting fuel at EIS, and we will stay that way and will Adrian Schofeld Auckland on short-haul routes, “Given the difcul- A320neo launch operator Qatar Airways fagged the start have 2% improvement on top of that coming in 2019. We are ties related to fying too many routes issue as a reason for not taking delivery of the aircraft as delighted with where we are in noise and emissions,” he adds. outh Korea’s Asiana Airlines is A320s or A321s since both Asiana and too soon, we believe the efects will be planned in December. Lufthansa, the next operator in line The engine-maker also notes that with the ramp-up in Sthe latest major carrier to set its existing LCC subsidiary Air Busan gradual,” the analyst report says. for the PW1100G-powered A320neo, then stepped in to take testing and development of the four other PW1000G engine up a new low-cost subsidiary operate these types. In addition to transferring some the initial aircraft—but late last month agreed with Airbus family models and the ongoing Airbus fight tests and Pratt to better compete against an influx Air Seoul will operate to 11 inter- fights to the LCC, Asiana will cut other to postpone delivery for an additional few weeks pending ground endurance tests of the PW1100G, the rate of overall of budget airlines in its international national destinations in China, Japan routes as part of its restructuring plan. completion of unspecifed “documentation items.” cycle and hour accumulation is accelerating markedly. The markets. and Southeast Asia. The Japanese It will cease fights to Vladivostok, Rus- Because of the risk of minimal engine-shaft bending un- geared turbofan program has now amassed 28,000 hr. of The low-cost carrier (LCC )—to destinations will be secondary cities, sia, on Feb. 1 and suspend its Yangon, der certain conditions, operators are required to keep the testing and 45,000 cycles, compared to late November, when be named Air Seoul—is one of the and many of the services to Asia will Myanmar, and Bali, Indonesia, fights engines at idle for 3 min. after startup, according to Gregory the tally stood at 24,000 hr. and 40,000 cycles. key elements in Asiana’s eforts to re- be overnight fights. Asiana says it will from March 1. Hayes, CEO of Pratt & Whitney parent United Technologies Although the PW1100G-powered A320neo was certifed in structure its operations and restore its share its maintenance facilities and op- The airline’s cost-cutting moves will Corp. Hayes says a hardware and software fx that eliminates late November, Airbus continues to conduct service-ready fnancial health. This will be Asiana’s erational expertise with Air Seoul. include closing some branch ofces, of- the issue is expected to be available in February. and envelope-expansion fight testing with the frst three second low-cost subsidiary but the frst The new LCC will be based at fering voluntary retirement packages Pratt & Whitney Commercial Engines President Greg aircraft. Together they have now fown a total of 1,145 hr., to focus on international routes from Seoul Incheon International Airport, and outsourcing certain services. Gernhardt says relatively simple tweaks to the “motor-to- of which the bulk has been amassed by prototype MSN6101 the key market of Seoul. a major point of difference from Air As well as suffering from the in- start” system will not have an impact on fuel burn. “There since its frst fight in September 2014. Asiana intends to launch Air Seoul Busan, which fies mostly from South creased LCC competition on many of its are no issues with operability and fuel burn. We are hitting This aircraft is now back in Toulouse after returning in in the frst half of 2016, after gaining Korea’s second-largest city of Busan. international routes, Asiana’s inbound contractual commitments,” he says. mid-December from South America, where it was used an operators’ license from South Ko- The country has an increasingly com- travel demand was badly affected by Gernhardt stresses that “we are within weeks of the entry- to conduct high-altitude performance work. The second rean authorities on Dec. 28. The airline petitive LCC market, also featuring the scare over Middle East respiratory into-service date to which we committed, and we are hitting A320neo, MSN6286, has been performing simulated short- will transfer some of its international Jin Air, Jeju Air, T’Way Air, Eastar Jet syndrome (MERS) in June and July. our fuel-burn, noise and emissions targets.” The program to haul airline flights around Europe, most recently flying routes to the LCC with the expectation and multiple overseas-based carriers. The MERS effect forced Asiana to equip the A320neo with the PW1100G ofcially launched in in France between Brest, Strasbourg, Chalons-Vatry and that such a business model will be bet- The South Korea-Japan market in par- temporarily scale back fights on some late 2010, and in the context of this time line, the impact of Nantes, while the third test airframe, MSN6720, last month ter suited to those markets. ticular has a heavy LCC presence from key Asian routes. The carrier reported the roughly four-week slip in initial delivery is not expected conducted similar service-ready fights between Toulouse Many details about the new carrier both countries. a net loss of 88 billion won ($73 million) to be signifcant. and Seville, Spain. are yet to be revealed. Asiana has not Analysts from the Korea Investment for the first three quarters of 2015, “We are ready for entry into service [EIS] with Lufthansa, For the PW1100G, Pratt is increasingly focusing on pro- confirmed Air Seoul’s fleet plan, al- and Securities Co. (KIS) note that double the loss from the same period which we expect to be in the coming weeks. We are working duction buildup and “going full bore on testing for service though it will presumably use Airbus Asiana is particularly exposed to the a year earlier. c closely with them to be ready for that,” Gernhardt says. “We readiness and endurance,” says Gernhardt. c

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tems to perform reconnaissance and Terror by Drone battlefi eld coordination in Iraq. But the report says that the group is “report- A hierarchy of countermeasures will be needed edly obsessed with launching a synchronized multi-drone attack on large to deal with the threat of malicious UAV use numbers of people in order to recreate the horrors of 9/11.” Tony Osborne London Earlier this month , U.K.-based Sky News showed footage of an apparent ith remotely piloted UAVs for the development of potential coun- Islamic State workshop where insur- Wjoining the proliferation of termeasures, should they be used for gents were working on remotely con- tablet computers and smart- hostile purposes. trolled systems, one of which was of a phones as the new must-have gadgets, Authorities fear that UAVs, which car that could carry a bomb. fears are growing that terrorist and can be purchased for just a few hun- There are also reports of UAV use criminal gangs will use such systems dred dollars, could be used in high- by groups such as Hezbollah, while the for nefarious purposes. profi le attacks. Terrorist, insurgent, al-Qassam Brigades, the military wing While it is generally acknowledged criminal, corporate and activist threat of the Palestinian organization Hamas, and accepted that governments have groups have already demonstrated the says it has developed as many as three certain rights to listen in on phone ability to use civilian UAVs for attacks UAV platforms, two with combat pay- calls and monitor emails and text mes- and intelligence-gathering, the report, loads and one for surveillance. sages, legislation continues to struggle which was published on Jan. 11, under- The concerns are not new, however. to keep up with developments in UAV scores. U.S. law enforcement agencies in New technology, particularly in terms of in- While the report primarily discussed York have been consulting with the mili- novative uses now coming to the fore . UAVs as related to England , the issues tary since 2014 about ways to counter A recent report by a British think raised are applicable to a much wider the threat, in spite of the New Jersey tank, the Remote Control Project, audience , notably throughout Europe Of ce of Homeland Security and Pre- which is part of the London-based Ox- where many nations face the threat of paredness stating that the use of UAVs ford Research Group, is urging govern- terror from extremist groups such as requires a level of profi ciency that “ex- ments to begin supporting research the self-proclaimed Islamic State. ceeds most terrorist capabilities.” and development of sensor systems That group is already known to In late 2014, researchers at the Uni- capable of tracking UAVs. It also calls have used small unmanned air sys- versity of Texas looked at a number

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AW_01_18_2016_p28-30.indd 28 1/14/16 11:14 AM DEFENSE tems to perform reconnaissance and of scenarios and concluded that cur- tems, in particular those with the ability of UAVs capable of carrying payloads; Terror by Drone battlefi eld coordination in Iraq. But the rent-generation UAVs have the ability to carry payloads. One concern is that the U.S. FAA has already initiated this report says that the group is “report- to “democratize air power,” because payload-carrying unmanned systems measure. A hierarchy of countermeasures will be needed edly obsessed with launching a syn- their low cost and ease of use could could be used as cheap and effective Among active countermeasures chronized multi-drone attack on large make them viable platforms to attack airborne improvised explosive devices . the report discusses are kinetic and to deal with the threat of malicious UAV use numbers of people in order to recreate high-profi le individuals, particularly in More than 200 commercially avail- laser-based systems; passive coun- the horrors of 9/11.” public. able remotely piloted systems were termeasures include early warning Tony Osborne London Earlier this month , U.K.-based Sky The U.K. report also cites a number studied, including those for use in the systems and signal jamming. There News showed footage of an apparent of so-called lone-wolf incidents where air, on the ground and on and below wa- is a strong recommendation that law ith remotely piloted UAVs for the development of potential coun- Islamic State workshop where insur- individuals have acted either irrespon- ter. Aerial systems were deemed to pose enforcement agencies have access to Wjoining the proliferation of termeasures, should they be used for gents were working on remotely con- sibly or with malicious intent. UAVs the greatest risk because of their “capa- such systems as a matter of urgency tablet computers and smart- hostile purposes. trolled systems, one of which was of a have been flown onto the grounds of bilities and widespread availability. and that governments should thus phones as the new must-have gadgets, Authorities fear that UAVs, which car that could carry a bomb. the White House and around sensi- “But developments in unmanned relax laws governing the use of radio- fears are growing that terrorist and can be purchased for just a few hun- There are also reports of UAV use tive sites in France, including nuclear ground and marine vehicles are open- frequency jamming around sensitive criminal gangs will use such systems dred dollars, could be used in high- by groups such as Hezbollah, while the power stations. ing up new avenues for hostile groups sites in order to effectively monitor for nefarious purposes. profi le attacks. Terrorist, insurgent, al-Qassam Brigades, the military wing In one notable incident last April, a to exploit,” the report warns . unmanned systems. While it is generally acknowledged criminal, corporate and activist threat of the Palestinian organization Hamas, quadcopter carrying a bottle fi lled with “The use of drones for surveillance The report says that groups could and accepted that governments have groups have already demonstrated the says it has developed as many as three radioactive sand from the Fukushima and attack is no longer the purview of potentially circumvent such counter- certain rights to listen in on phone ability to use civilian UAVs for attacks UAV platforms, two with combat pay- nuclear accident site was landed on the state militaries alone,” says Chris Ab- measures in the future, however. While calls and monitor emails and text mes- and intelligence-gathering, the report, loads and one for surveillance. roof of the Japanese prime minister’s bott, lead author of the report, adding, there is a danger that strict regula- sages, legislation continues to struggle which was published on Jan. 11, under- The concerns are not new, however. of ce building in downtown Tokyo . “drones are a game-changer in the tion could “smother” the commercial to keep up with developments in UAV scores. U.S. law enforcement agencies in New In the U.K., a freedom-of-information wrong hands.” unmanned vehicle sector before it is technology, particularly in terms of in- While the report primarily discussed York have been consulting with the mili- request to London’s Metropolitan Po- The report notes that authorities will properly established, if rules are too novative uses now coming to the fore . UAVs as related to England , the issues tary since 2014 about ways to counter lice revealed that between January need a “hierarchy of countermeasures” relaxed, the report says, “there is a A recent report by a British think raised are applicable to a much wider the threat, in spite of the New Jersey 2013-August 2015 20 suspicious UAV- including regulatory, passive and active high probability of misuse. As usual, a tank, the Remote Control Project, audience , notably throughout Europe Of ce of Homeland Security and Pre- related incidents were recorded in and means to deal with the threat. It sug- compromise needs to be found. which is part of the London-based Ox- where many nations face the threat of paredness stating that the use of UAVs around the city. In one case, a UAV had gests greater use of geo-fencing—pro- “The technology of remote-control ford Research Group, is urging govern- terror from extremist groups such as requires a level of profi ciency that “ex- been used to fl y drugs into a prison. gramming that prevents the system warfare is impossible to control; the ul- ments to begin supporting research the self-proclaimed Islamic State. ceeds most terrorist capabilities.” The report urges governments to en- from entering a pre-set area as defi ned timate defense is to address the root and development of sensor systems That group is already known to In late 2014, researchers at the Uni- act stricter regulations limiting the ca- by satellite navigation coordinates. Also drivers of the threat in the fi rst place,” capable of tracking UAVs. It also calls have used small unmanned air sys- versity of Texas looked at a number pabilities of commercially available sys- called for are registration and licensing the report concludes . c

Sightings over nuclear power stations in France, as illustrated in Canberra’s New Ears artist’s concept, are among incidents raising concerns about illicit use of small UAVs. Australia acknowledges intelligence, surveillance and reconnaissance ef ort with G550 order Bradley Perrett Sydney

robably to promote good rela- tralian systems, predominantly sourced Ptions with its neighbors, espe- from the U.S., has driven the choice of cially Indonesia, Australia has a U.S. contractor for the aircraft, which avoided any public admission that it will be based on business jets. puts much ef ort into airborne electron- “The Australia government entered ic intelligence. But now it has broken into a Foreign Military Sales arrange- cover. Unexpectedly, Canberra says it ment through the U.S. Air Force for the is buying two Gulfstream G550s as in- procurement of two Gulfstream G550 telligence and electronic warfare (EW) aircraft,” a spokesperson for the Aus- aircraft from L-3 Communications for tralian Defense Department says in a $93.6 million. statement issued to Aviation Week. The aircraft will most likely replace “The aircraft will be modiﬁ ed to pro- and improve on a low-profile capabil- vide an airborne intelligence, surveil- ity now deployed in maritime patrol lance, reconnaissance and electronic aircraft. L-3’s Mission Integration unit, warfare (Isrew) capability. . . . The a specialist in manned intelligence, acquisition was undertaken through surveillance and reconnaissance (ISR) Foreign Military Sales because the systems, is to deliver the aircraft via the Isrew program and its interoperability U.S. Foreign Military Sales process. A with other defense capabilities is only need for interoperability with other Aus- available through the USAF.”

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ISR aircraft that L-3 will deliver to Australia could look somewhat like IAI’s G550 conversion.

only in secondhand business jets. The high-flying G550s will offer a far greater horizon than the Orions, so they will be able to stand of farther from emitters. New listening equip- WIKIPEDIA/NEHEMIAG ment will presumably be more sensitive while also able to handle signal The work on the aircraft, to be done obvious target, it was displeased by formats that have appeared since the at L-3’s Greenville, Texas, site under revelations in 2013 that Australia had Peacemate program was implemented. a fi xed-price contract, should be com- been at least trying to listen to phone By referring to EW, the department plete by Nov. 30, 2017, the U.S. Defense conversations of leaders in Jakarta. may mean the aircraft will have a spe- Department says. More details will Canberra’s confirmation of the cialized jamming capability, but maybe be revealed this year in Canberra’s Isrew role of the G550s appears to be not for combat missions. Since G550s planned defense white paper. the closest it has come to mentioning a will lack the performance of combat The timing and price suggest that a specialized airborne elint capability. No aircraft, they cannot be intended to go mature system, or at least one under doubt that was unavoidable. While it is close to serious air-to-air and surface- development for the U.S., will be fi tted. to-air threats—although The U.S. Air Force agency handling business jets can be used the contract is the 645th Aeronauti- High-fl ying G550s offer a as powerful standoff cal Systems Group, better known as jammers. A high-perfor- Big Safari, the program of ce for such far greater horizon than the mance electronic-attack special-mission aircraft as the Boeing force is already coming to RC-135 Rivet Joint. Orions, so they will be able to Australia in the form of 12 Apart from introducing systems Boeing EA-18G Growlers of presumably higher performance, stand off farther from emitters ordered in 2014. the program will advance Australia’s The department’s capabilities by removing the burden emphasis on interoper- of electronic intelligence (elint) and unclear how the adapted Orions have ability being available only through surveillance from the country’s mari- been kept out of public view, the G550s’ the U.S. Air Force refl ects the domi- time patrol squadrons. Under Project role will be obvious, especially if they nance of U.S. aircraft and shipboard Peacemate, two of the Royal Australian look anything like elint versions of the systems in the Australian forces. The Air Force’s Lockheed Martin P-3C Ori- type operated by the Israeli air force. strike wing is equipped with Boeing on maritime aircraft were reportedly modifi ed in the 1990s for elint, including signals intelligence, which is the interception of radio communications. ISR G550s will work with advanced U.S. systems that predominate in Australia’s forces, such as EA-18G Growlers. Alternatively, Peacemate may have procured elint equipment that could be moved between dif erent Orions. Either way, Australia now needs a replacement. The country is phasing out the Orion, preparing to replace ROYAL AUSTRALIAN AIR FORCE it with the Boeing P-8 Poseidon and Before this announcement, it F/A-18E/F Super Hornets, while the Northrop Grumman MQ-4C Triton in seemed likely that Tritons would quiet- fi ghter squadrons operate F/A-18A/B the maritime role. So the G550 looks ly take on the elint role. If that was the Hornets, which will be replaced with like the successor for elint operations. plan, then Australia either doubts the Lockheed Martin F-35A Lightnings. By operating ostensibly submarine- Triton’s capability or readiness in that Boeing E-7 Wedgetails provide air- hunting Orions as elint aircraft, and area, or it cannot wait for the type to borne early warning and control. c keeping their modifi cations unobserved, arrive; Canberra has not yet placed its Australia has avoided acknowledging Triton order. Buying the G550s may be —With Tony Osborne in London ownership of dedicated aircraft for the a stopgap. The low price leaves room and Bill Sweetman and Dan Katz role. Although Indonesia has been an for L-3 to install the Isrew systems in Washington

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ISR aircraft that L-3 will deliver to Australia could look somewhat like Belgium is studying several IAI’s G550 conversion. fi ghters to replace the F-16, but questions over nuclear capability may push Brussels only in secondhand business jets. toward the F-35. The high-flying G550s will offer a far greater horizon than the Orions, This is expected to lead into a so they will be able to stand of farther governmental approval process in from emitters. New listening equip- mid-2016 and the beginning of the WIKIPEDIA/NEHEMIAG ment will presumably be more sensi- procurement phase, which likely will tive while also able to handle signal TONY OSBORNE/AW&ST last into mid-2018, when the next gov- The work on the aircraft, to be done obvious target, it was displeased by formats that have appeared since the ernment should approve the procure- at L-3’s Greenville, Texas, site under revelations in 2013 that Australia had Peacemate program was implemented. ment. a fi xed-price contract, should be com- been at least trying to listen to phone By referring to EW, the department Less Is More Belgium wants to start replacing its plete by Nov. 30, 2017, the U.S. Defense conversations of leaders in Jakarta. may mean the aircraft will have a spe- F-16s in 2023 and achieve full opera- Department says. More details will Canberra’s confirmation of the cialized jamming capability, but maybe Belgium ups spending on defense equipment, tional capability in 2029. be revealed this year in Canberra’s Isrew role of the G550s appears to be not for combat missions. Since G550s The plans would give Belgium a planned defense white paper. the closest it has come to mentioning a will lack the performance of combat but only enough to af ord new fi ghters smaller fighter fleet than its neigh- The timing and price suggest that a specialized airborne elint capability. No aircraft, they cannot be intended to go bor, the Netherlands, which is slated mature system, or at least one under doubt that was unavoidable. While it is close to serious air-to-air and surface- Tony Osborne London to purchase 37 F-35As. Dutch of cials development for the U.S., will be fi tted. to-air threats—although have recently said they hope Brussels The U.S. Air Force agency handling business jets can be used elgium’s political leaders have The plan also calls for the retire- will follow and also acquire the F-35 the contract is the 645th Aeronauti- High-fl ying G550s offer a as powerful standoff Bagreed to increase the amount ment of a Dassault Falcon 20 utility so that both can benefit from closer cal Systems Group, better known as jammers. A high-perfor- of money spent on defense, but aircraft at the end of 2016 and a VIP- cooperation. Big Safari, the program of ce for such far greater horizon than the mance electronic-attack the changes will result in less equip- confi gured Falcon 900 in 2018. A plan for joint air policing of the special-mission aircraft as the Boeing force is already coming to ment and fewer personnel. In addition, the budget commits Bel- two nations’ airspace is likely to be en- RC-135 Rivet Joint. Orions, so they will be able to Australia in the form of 12 The country’s complex political coali- gium to studies of an aerial refueling acted toward the end of 2016. Apart from introducing systems Boeing EA-18G Growlers tions have come to terms on a strategic capability—perhaps joining the multi- A thorn in Belgium’s fi ghter selec- of presumably higher performance, stand off farther from emitters ordered in 2014. plan that will see Brussels spending €9.2 national tanker force being established tion process will be the country’s sta- the program will advance Australia’s The department’s billion ($9.89 billion) on new equipment by the Dutch, in conjunction with Ger- tus in NATO’s nuclear-weapon-sharing capabilities by removing the burden emphasis on interoper- between now and 2030, raising the coun- many, Norway and Poland. Ministers agreements. Under a dual-key ar- of electronic intelligence (elint) and unclear how the adapted Orions have ability being available only through try’s defense spending as a proportion of are also drawing up plans for a so- rangement, a number of U.S.-owned surveillance from the country’s mari- been kept out of public view, the G550s’ the U.S. Air Force refl ects the domi- gross domestic product (GDP), although called white fl eet of passenger aircraft B61 nuclear bombs are housed at time patrol squadrons. Under Project role will be obvious, especially if they nance of U.S. aircraft and shipboard it is unlikely ever to meet NATO’s stand- that could be used as troop transports. Kleine Brogel air base and would be Peacemate, two of the Royal Australian look anything like elint versions of the systems in the Australian forces. The ing expectation of 2%. Brussels will also lease-in a search- fl own underneath Belgian aircraft in Air Force’s Lockheed Martin P-3C Ori- type operated by the Israeli air force. strike wing is equipped with Boeing Currently, Belgium’s defense spend- and-rescue helicopter capability, re- the event of a confl ict. on maritime aircraft were reportedly ing barely scrapes in at 1% of GDP. placing its Westland Sea Kings but However, nuclear capability will not modifi ed in the 1990s for elint, includ- With this budget, Belgium has set leaving the four NH90s that it pur- be included in the fi ghter request for ing signals intelligence, which is the itself a challenge. In recent years, the chased to replace the Sea Kings to proposals, Belgian of cials said at the interception of radio communications. country has done little to modernize its perform the antisubmarine warfare International Fighter Conference in armed forces and purchase new equip- and maritime patrol mission. London last November. ISR G550s will work with advanced ment. Now is its laying out a shopping Vandeput describes the cross-party The Belgian government is report- U.S. systems that predominate list of what of cials call “concrete in- defense agreement as a “major step,” edly eager to maintain the nuclear ca- in Australia’s forces, such as vestments,” including 34 new fi ghter but a more formal plan is now being pability, a move that would generally EA-18G Growlers. aircraft to replace the aging fl eet of 56 established, with tendering to closely point toward selection of a U.S.-built F-16 Fighting Falcons. Two new frig- follow. aircraft fi tted with the necessary sys- Alternatively, Peacemate may have ates and six minesweepers are also It is not yet clear, however, whether tems to operate the weapon, such as procured elint equipment that could planned for the country’s navy. this master plan will af ect the current the F-35. Alternatively, Belgium could be moved between dif erent Orions. Commanders want a fl eet of UAVs schedule for Belgium’s new fighter fund the fi tment of a nuclear weapon Either way, Australia now needs a for surveillance as well, and there program—that is, the Air Combat Ca- onto another aircraft, but this would replacement. The country is phasing will be additional investments in the pability Successor program, likely to likely come at a high cost and only with out the Orion, preparing to replace ROYAL AUSTRALIAN AIR FORCE country’s cybercapabilities and special be the most expensive of the procure- the approval of the government of the it with the Boeing P-8 Poseidon and Before this announcement, it F/A-18E/F Super Hornets, while the forces. ments on the agenda. fi ghter’s country of origin. Northrop Grumman MQ-4C Triton in seemed likely that Tritons would quiet- fi ghter squadrons operate F/A-18A/B But there will be rationalizations, Defense of cials are surveying cur- It is unclear what sort of unmanned the maritime role. So the G550 looks ly take on the elint role. If that was the Hornets, which will be replaced with too. Steven Vandeput, the country’s de- rent Western-made fighter options, system Belgium desires, but it is likely like the successor for elint operations. plan, then Australia either doubts the Lockheed Martin F-35A Lightnings. fense minister, announced on Dec. 22. following a request for information to follow in the footsteps of other Euro- By operating ostensibly submarine- Triton’s capability or readiness in that Boeing E-7 Wedgetails provide air- The number of full-time personnel issued in 2014 for the Lockheed Mar- pean air arms with a medium-altitude, hunting Orions as elint aircraft, and area, or it cannot wait for the type to borne early warning and control. c serving will be reduced from the cur- tin F-35, Boeing’s F/A-18 Super Hor- long-endurance system in the class of keeping their modifi cations unobserved, arrive; Canberra has not yet placed its rent 30,000 to around 25,000. Of cials net, Dassault’s Rafale, the Eurofi ghter the General Atomics MQ-9 Reaper or Australia has avoided acknowledging Triton order. Buying the G550s may be —With Tony Osborne in London hope this will reduce the average age Typhoon and Saab Gripen. A request IAI Heron. Belgium has said it wants ownership of dedicated aircraft for the a stopgap. The low price leaves room and Bill Sweetman and Dan Katz in the armed forces to about 34; it cur- for proposals is anticipated in the two such systems by 2021 and an ad- role. Although Indonesia has been an for L-3 to install the Isrew systems in Washington rently stands at 40. coming weeks. ditional four by 2030. c

30 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 31

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control center and transportable ground station developed Alliance Asset by Finmeccanica Electronics, Defense & Security Systems (formerly Selex ES) and the mobile ground station developed NATO plans to fi eld ground by Airbus Defense and Space. Airbus delivered the fi rst mobile ground station in Decem- surveillance capability based on ber. NATO has ordered six of the deployable units, which will exploit and disseminate radar images of stationary and mov- unmanned Global Hawk in 2017 ing ground and maritime targets received from the Global Hawk via direct or satellite broadband data link. Packaged Graham Warwick Washington into two containers, the units are air-transportable. Finmec- canica is supplying two transportable stations. Norway’s ATO’s long-running program to fi eld a ground surveil- Kongsberg is supplying the master archival/retrieval system Nlance capability is a step closer as Northrop Grum- for radar imagery. man begins integrating the radar sensor onto the fi rst “At Sigonella, another series of system-level performance of fi ve RQ-4B Global Hawk high-altitude, long-endurance verifi cation tests will be conducted before sell-of to NATO,” unmanned aircraft for the alliance. says Sheehan. The AGS Global Hawk will be owned and op- The Alliance Ground Surveillance (AGS) platform made erated by NATO and based at Sigonella, alongside U.S. Air its fi rst fl ight on Dec. 19, fl ying from Northrop’s Palmdale, Force Global Hawks and Navy MQ-4C Tritons, so Italy is California, facility to Edwards AFB, where integration and responsible for their airworthiness certifi cation. The fi rst testing of the system will be performed. The 2.5-hr. fl ight aircraft has an Italian tail number, and the U.S. State De- focused on basic airworthiness, fl ying qualities and naviga- partment had to help arrange diplomatic clearance for the tion performance of the AGS air segment—the aircraft and transit fl ight through unrestricted airspace to Edwards from its command-and-control system. Palmdale, he says. The AGS is based on the U.S. Air Force’s Block 40 Global Flight testing at Edwards will involve the Italian Air Ar- Hawk and carries the Northrop/Raytheon-developed ZPY-2 maments and Airworthiness Directorate (DAAA) as well as Multi-Platform Radar Technology Insertion Program (MP- Northrop, the U.S. Air Force and NATO’s Shape (Supreme RTIP) sensor—which provides long-range, high-resolution Headquarters Allied Powers Europe) as the operating synthetic-aperture radar imaging and ground moving-target indication capabilities using an active electronically scanned NATO’s AGS is based on the radar-carrying RQ-4B Block 40 Global Hawk.

NORTHROP GRUMMAN

agency. Agreed between DAAA and the NATO Alliance Ground Surveillance Manage- ment Agency responsible for procuring the system, the array. With a 30-hr. endurance at 60,000 ft., the Block 40 certification basis combines NATO standards and U.S. completed initial operational test and evaluation in 2015. requirements to establish the airworthiness of the AGS Changes to Block 40 to meet the NATO requirements Global Hawk, Sheehan says. have been minimized, says Rob Sheehan, Northrop’s AGS Airworthiness certifi cation by the DAAA will ensure the deputy program manager. The primary dif erence is the aircraft complies with European airspace rules, but Shee- move to Internet Protocol-based rather than serial-based han points out that Air Force Global Hawks fl y routinely command-and-control and onboard processing, he says. Dif- from Sigonella. NATO exercise Unifi ed Vision in 2014, dur- ferent radios and data links are used. ing which a Global Hawk fl ew from Sigonella to Norway and “NATO AGS is a true system-of-systems and fully self- back, helped pave the way for operations in Europe, he says. contained,” he says. “The mission control element [MCE] The European-developed AGS ground segment also un- for the sensor system is dif erent, and how they do mission derwent risk-reduction testing in Unifi ed Vision 2014 and planning and data exploitation is dif erent.” The aircraft and NATO’s large-scale maneuver exercise Trident Juncture in associated ground systems comprise the AGS Core capabil- 2015, passing messages to test the ground stations. Systems ity being acquired by 15 NATO nations, to be operated on are being delivered to Sigonella for early integration and “all behalf of all 28 members. France and the U.K. will provide four elements will come together this summer at the main data from national systems to the AGS ground segment. operating station,” Sheehan says. Testing of the air segment at Edwards, including the sen- The second AGS Global Hawk is scheduled to be ferried sor and ground control system, is planned to be completed to Sigonella soon after the fi rst aircraft, with the other three this summer, after which the fi rst AGS Global Hawk will following at two-month intervals. Initial operational capabil- be ferried to its main operating station at Sigonella on Sic- ity is scheduled for 2017, and the training system is being put ily, Italy. There it will be integrated with the operational in place. Initial familiarization training has started. c

32 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p32.indd 32 1/14/16 4:23 PM DEFENSE COMMERCIAL AVIATION control center and transportable ground station developed Alliance Asset by Finmeccanica Electronics, Defense & Security Systems Development Decade (formerly Selex ES) and the mobile ground station developed NATO plans to fi eld ground by Airbus Defense and Space. MRJ regional jet delivery deferred to 2018 Airbus delivered the fi rst mobile ground station in Decem- surveillance capability based on ber. NATO has ordered six of the deployable units, which will Bradley Perrett Sydney exploit and disseminate radar images of stationary and mov- unmanned Global Hawk in 2017 ing ground and maritime targets received from the Global itsubishi Aircraft is expecting schedule shows the first customer, Embraer, after decades of experience Hawk via direct or satellite broadband data link. Packaged more of the unexpected. The likely All Nippon Airways, receiving developing smaller aircraft, delivered Graham Warwick Washington M into two containers, the units are air-transportable. Finmec- company has added about a its fi rst aircraft in the second or third its fi rst E-Jet in March 2004, just 57 canica is supplying two transportable stations. Norway’s year to the already delayed develop- quarter of 2018. Other early deliveries months after program launch. ATO’s long-running program to fi eld a ground surveil- Kongsberg is supplying the master archival/retrieval system ment schedule for its MRJ regional jet, are due to Trans States Holdings and The MRJ’s engineers are strength- Nlance capability is a step closer as Northrop Grum- for radar imagery. now expected to extend more than a SkyWest Inc. of the U.S. ening its airframe and modifying its man begins integrating the radar sensor onto the fi rst “At Sigonella, another series of system-level performance decade beyond its 2008 launch. The contrast between the program software, but these are not the pacing of fi ve RQ-4B Global Hawk high-altitude, long-endurance verifi cation tests will be conducted before sell-of to NATO,” Accepting that the MRJ will enter execution of the MRJ and that of the items in the new schedule. And this time unmanned aircraft for the alliance. says Sheehan. The AGS Global Hawk will be owned and op- The Alliance Ground Surveillance (AGS) platform made erated by NATO and based at Sigonella, alongside U.S. Air MITSUBISHI AIRCRAFT its fi rst fl ight on Dec. 19, fl ying from Northrop’s Palmdale, Force Global Hawks and Navy MQ-4C Tritons, so Italy is California, facility to Edwards AFB, where integration and responsible for their airworthiness certifi cation. The fi rst On its third fl ight, the fi rst MRJ fl ight-test aircraft testing of the system will be performed. The 2.5-hr. fl ight aircraft has an Italian tail number, and the U.S. State De- fl ew with landing gear and fl aps retracted. focused on basic airworthiness, fl ying qualities and naviga- partment had to help arrange diplomatic clearance for the tion performance of the AGS air segment—the aircraft and transit fl ight through unrestricted airspace to Edwards from its command-and-control system. Palmdale, he says. The AGS is based on the U.S. Air Force’s Block 40 Global Flight testing at Edwards will involve the Italian Air Ar- Hawk and carries the Northrop/Raytheon-developed ZPY-2 maments and Airworthiness Directorate (DAAA) as well as Multi-Platform Radar Technology Insertion Program (MP- Northrop, the U.S. Air Force and NATO’s Shape (Supreme RTIP) sensor—which provides long-range, high-resolution Headquarters Allied Powers Europe) as the operating synthetic-aperture radar imaging and ground moving-target indication capabilities using an active electronically scanned MRJ Schedule Changes NATO’s AGS is based on the radar-carrying RQ-4B Block 40 Global Hawk.

First Flight Flight Testing in Japan Flight Testing in the U.S. Allowance for Modifcations Modifcations Following Following Test Results Delivery Test Results Old Schedule NORTHROP GRUMMAN Ground Testing agency. Agreed between DAAA and the NATO Alliance Ground Surveillance Manage- ment Agency responsible for procuring the system, the array. With a 30-hr. endurance at 60,000 ft., the Block 40 certification basis combines NATO standards and U.S. First Flight completed initial operational test and evaluation in 2015. requirements to establish the airworthiness of the AGS Flight Testing in Japan Flight Testing in the U.S. Changes to Block 40 to meet the NATO requirements Global Hawk, Sheehan says. Allowance for have been minimized, says Rob Sheehan, Northrop’s AGS Airworthiness certiﬁ cation by the DAAA will ensure the Modifcations Modifcations Following Following Test Results deputy program manager. The primary dif erence is the aircraft complies with European airspace rules, but Shee- Test Results Delivery

move to Internet Protocol-based rather than serial-based han points out that Air Force Global Hawks fl y routinely New Schedule command-and-control and onboard processing, he says. Dif- from Sigonella. NATO exercise Unifi ed Vision in 2014, dur- Ground Testing ferent radios and data links are used. ing which a Global Hawk fl ew from Sigonella to Norway and “NATO AGS is a true system-of-systems and fully self- back, helped pave the way for operations in Europe, he says. contained,” he says. “The mission control element [MCE] The European-developed AGS ground segment also un- 2015 2016 2017 2018 for the sensor system is dif erent, and how they do mission derwent risk-reduction testing in Unifi ed Vision 2014 and Sources: Mitsubishi Aircraft, MHI planning and data exploitation is dif erent.” The aircraft and NATO’s large-scale maneuver exercise Trident Juncture in associated ground systems comprise the AGS Core capabil- 2015, passing messages to test the ground stations. Systems service only about two years before its similar Embraer E-Jet is startling. the problem is not dif culty in follow- ity being acquired by 15 NATO nations, to be operated on are being delivered to Sigonella for early integration and “all close competitor, the Embraer 175-E2, Mitsubishi Aircraft’s airframe contrac- ing certifi cation requirements—which behalf of all 28 members. France and the U.K. will provide four elements will come together this summer at the main the company is now allowing for far tor and major stakeholder, Mitsubishi resulted in the two previous big delays, data from national systems to the AGS ground segment. operating station,” Sheehan says. more ground testing in support of the Heavy Industries (MHI), is by any announced in 2012 and 2014. Rather, Testing of the air segment at Edwards, including the sen- The second AGS Global Hawk is scheduled to be ferried fl ight-test program that began Nov. 11. standard a sophisticated supplier to Mitsubishi Aircraft, following advice sor and ground control system, is planned to be completed to Sigonella soon after the fi rst aircraft, with the other three Whereas the MRJ was originally the commercial aircraft industry but from U.S. experts at its engineering cen- this summer, after which the fi rst AGS Global Hawk will following at two-month intervals. Initial operational capabil- due for delivery in the last quarter has no recent experience in develop- ter in Seattle, has simply taken a more be ferried to its main operating station at Sigonella on Sic- ity is scheduled for 2017, and the training system is being put of 2013—and most recently in the ing complete civil aircraft. Creating its conservative, or realistic, view of how it ily, Italy. There it will be integrated with the operational in place. Initial familiarization training has started. c second quarter of 2017— the updated regional jet will take about 123 months. needs to proceed with fl ight testing.

32 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 33

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Successful experience with pro- “And these reviews may bring to light livery. As the date of the frst fight longed ground preparations before the the need for additional tests and test slipped in April 2015 from the sec- November 2015 frst fight buttressed confrmation items.” ond quarter to the fourth, Mitsubishi the decision to extend the schedule. “At Although the items in the flight- Aircraft stuck by the delivery target, the Seattle Engineering Center, we con- test program have not changed, the implying that fight testing and sub- ducted a review before the frst fight, assessment of time needed to com- sequent preparations for delivery working with aviation development ex- could be compressed perts there,” Mitsubishi Aircraft says. to about 18 months. “This brought to light some additional All fight testing should be That has now items for confrmation through ground ballooned to 30-33 tests prior to the frst fight.” That fight complete near the end of 2017, months, the new was delayed while additional work was time line shows (see done on the ground. “The result was about nine months later than graphic on page 35). that through three fight tests, including The additional time the frst, we were able to obtain valid, previously scheduled is divided among reliable results.” three phases. Most of Thorough ground preparation plete them has changed enormously the extra allowance has been added worked then, and the company in- because of the allowance for concur- to the first phase, initial flight testing tends to stick with the slow-and- rent ground testing. In August 2013, in Japan only. But the main flight-test steady procedure. “For the work that Mitsubishi Aircraft and MHI allowed effort, at Moses Lake, Washington, is scheduled in the future, we will con- two years between the beginning of has also been extended, as has the duct reviews in the same way,” it says. flight testing and the 2017 first de- interval between the end of airborne

rapidly into key Asia-Pacifc markets using its growing feet All Over Again of Boeing 787s. But Norwegian is seeking to create just one AOC for all of the long-haul routes so it can be fexible in Norwegian tries for a U.S. foreign terms of aircraft rotations. An Irish AOC would provide this advantage and additional air permit a second time, but benefts in terms of aircraft fnancing—NAI could use export credit for Airbus aircraft and would provide deeper security opposition remains to lessors and lenders because Ireland is an early signatory of the Cape Town Convention, which, among other things, Madhu Unnikrishnan San Francisco and regulates what happens in case of defaults. Jens Flottau Frankfurt The U.K. AOC would still make it easier for Norwegian to operate long-haul services from EU destinations to places in wo years ago low-cost carrier Norwegian fled to receive Asia and could, in theory, serve as a backup solution in the Ta foreign air permit in the U.S. for its Irish subsidiary, U.S. in case the NAI application is permanently rejected— Norwegian Air International (NAI). What would nor- assuming, of course, that it does not sufer the same fate. mally have been a routine administrative task has turned The issue is slightly diferent from that of the Irish-domi- into a protracted and bitter political fght centered on mar- ciled Norwegian Air International. When NAI applied for ket access and competition. Now Norwegian has again fled permission in 2014, it did not have much of a presence in for a U.S. permit through the U.S. Transportation Depart- Ireland, other than its air operator certifcate. NUK, on the ment, this time on behalf of its U.K. afliate, Norwegian UK other hand, is the third-largest carrier at its base at London (NUK). And early flings to the docket indicate history may Gatwick Airport and is seeking to expand its operations to repeat itself. the U.S. But organized labor in the U.S. does not agree that Players both for and against Norwegian Air International’s NUK’s case has enough substantive diferences to support application to fy to the U.S. have reiterated their positions on the application. a similar proposal for NUK. Organized labor strongly opposes Unions including the Air Line Pilots Association, Trans- the plan, while cargo carriers, travel groups and airports are portation Trades Department, Association of Flight Atten- staunch supporters of the new service. dants-CWA, European Cockpit Association and International Norwegian says it has not created NAI and applied for the Association of Machinists and Aerospace Workers argue in approvals because of cheaper labor deals or access to the comments fled to the Transportation Department’s dockets U.S. Because Norway is associated with the U.S.-European that NUK’s application is similar to NAI’s. Union open skies agreement, Norwegian can use its own NAI’s lack of a presence in Ireland sparked those that op- air operator certifcate (AOC) for unlimited access to the pose the carrier’s business model to claim that the low-cost U.S. from Norway or any EU airport and already does so airline is a “fag-of-convenience carrier.” Opponents homed with the NAI decision pending. However, the airline wants in on NAI’s practice of using crews sourced from Europe, the to not only expand long-haul fying into the U.S. but also into U.S. and Asia and likened that to the U.S. maritime industry, Asia, where its Norwegian trafc rights are strictly limited. in which ships can be fagged in a country with favorable A European AOC would allow the airline to expand more labor and tax laws and crewed internationally. Opponents

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Successful experience with pro- “And these reviews may bring to light livery. As the date of the frst fight evaluation and the first delivery. part of the plan when the previous (at various plants in Japan, with fnal as- longed ground preparations before the the need for additional tests and test slipped in April 2015 from the sec- The newly conservative approach schedule delay was announced in April sembly alongside Nagoya Airport), and November 2015 frst fight buttressed confrmation items.” ond quarter to the fourth, Mitsubishi of the two companies appears most 2015. Static testing revealed that the customer support. Design development, the decision to extend the schedule. “At Although the items in the flight- Aircraft stuck by the delivery target, prominently in the time allowed dur- wing, for example, would not pass notably, is now a responsibility of the Se- the Seattle Engineering Center, we con- test program have not changed, the implying that fight testing and sub- ing the Moses Lake phase for modi- its test of ultimate load, 150% of the attle Engineering Center, while Moses ducted a review before the frst fight, assessment of time needed to com- sequent preparations for delivery fcations to the aircraft, systems and highest forces that could be expected Lake concentrates on fight testing. working with aviation development ex- could be compressed software in response to test fndings. in operation. Some components were Taxi tests from Oct. 3 to Nov. 7, 2015, perts there,” Mitsubishi Aircraft says. to about 18 months. This feedback allowance has more not strong enough. The modifcations confrmed satisfactory performance in “This brought to light some additional All fight testing should be That has now than doubled to about eight months. are minor and will not add to empty steering, speed-range expansion, re- items for confrmation through ground ballooned to 30-33 In other words, the program now in- weight, the company says. That im- jected takeof, and braking, including tests prior to the frst fight.” That fight complete near the end of 2017, months, the new cludes more tolerance for the unex- plies that thickening in some places emergency braking. The three fight was delayed while additional work was time line shows (see pected, Mitsubishi Aircraft says. will be ofset by thinning elsewhere, or tests to date have produced similar “as done on the ground. “The result was about nine months later than graphic on page 35). Flight testing at Moses Lake is that new materials will be substituted. planned” results for takeof and land- that through three fight tests, including The additional time now due to begin in the last quarter Software in avionics, fight controls ing performance, ascent, descent and the frst, we were able to obtain valid, previously scheduled is divided among of 2016, pushed back from the second and the engine control unit is being turning, landing gear and fap opera- reliable results.” three phases. Most of quarter. And all fight testing, includ- upgraded as well. tions, and fight characteristics at up Thorough ground preparation plete them has changed enormously the extra allowance has been added ing by aircraft flown only in Japan, Mitsubishi Aircraft and MHI are re- to 15,000 ft. and 200 kt. worked then, and the company in- because of the allowance for concur- to the first phase, initial flight testing should be complete near the end of organizing the sharing of program work The frst fve fight-test aircraft have tends to stick with the slow-and- rent ground testing. In August 2013, in Japan only. But the main flight-test 2017, about nine months later than between three main sites. The head of- been built to the design of the MRJ90, steady procedure. “For the work that Mitsubishi Aircraft and MHI allowed effort, at Moses Lake, Washington, previously scheduled. fce at Nagoya Airport will be respon- the 88-seat version of the aircraft. Cer- is scheduled in the future, we will con- two years between the beginning of has also been extended, as has the The airframe is being strengthened, sible for documentation for type certif- tifcation of the MRJ70, with 76 seats, duct reviews in the same way,” it says. flight testing and the 2017 first de- interval between the end of airborne but Mitsubishi Aircraft says that was cation, preparations for manufacturing will follow. c

All Over Again rapidly into key Asia-Pacifc markets using its growing feet at that time said that NAI’s crewing practices were in viola- tation Department, FedEx said. “Article 6 bis of the U.S.-EU of Boeing 787s. But Norwegian is seeking to create just one tion of Article 17 bis of the U.S.-EU open skies agreement, agreement requires [the Transportation Department] to AOC for all of the long-haul routes so it can be fexible in which stipulates that “opportunities created by the agree- recognize CAA’s fndings with respect to [NUK’s] ftness and Norwegian tries for a U.S. foreign terms of aircraft rotations. ment are not intended to undermine labor standards or the citizenship,” Atlas argued. An Irish AOC would provide this advantage and additional labor-related rights and principles contained in the parties’ The U.K. government appears to support NUK’s applica-

air permit a second time, but benefts in terms of aircraft fnancing—NAI could use export respective laws.” In other words, NAI’s joepriesaviation.net credit for Airbus aircraft and would provide deeper security opponents said the Irish AOC was a ploy opposition remains to lessors and lenders because Ireland is an early signatory to skirt Norway’s strict labor laws and of the Cape Town Convention, which, among other things, would violate the agreement. The labor Madhu Unnikrishnan San Francisco and regulates what happens in case of defaults. groups, joined in a fling by the Allied Jens Flottau Frankfurt The U.K. AOC would still make it easier for Norwegian to Pilots Association, are urging the Trans- operate long-haul services from EU destinations to places in portation Department to ask NUK for wo years ago low-cost carrier Norwegian fled to receive Asia and could, in theory, serve as a backup solution in the information on its labor practices to Ta foreign air permit in the U.S. for its Irish subsidiary, U.S. in case the NAI application is permanently rejected— ensure that they are compliant with Norwegian Air International (NAI). What would nor- assuming, of course, that it does not sufer the same fate. Article 17 bis. mally have been a routine administrative task has turned The issue is slightly diferent from that of the Irish-domi- Norwegian rejects the allegations into a protracted and bitter political fght centered on mar- ciled Norwegian Air International. When NAI applied for that it is seeking cheap labor and has ket access and competition. Now Norwegian has again fled permission in 2014, it did not have much of a presence in offered to use only European or U.S.- for a U.S. permit through the U.S. Transportation Depart- Ireland, other than its air operator certifcate. NUK, on the based crews on its transatlantic ser- ment, this time on behalf of its U.K. afliate, Norwegian UK other hand, is the third-largest carrier at its base at London vices. The airline also has a crew base (NUK). And early flings to the docket indicate history may Gatwick Airport and is seeking to expand its operations to in Bangkok and uses contract workers repeat itself. the U.S. But organized labor in the U.S. does not agree that through agencies. Players both for and against Norwegian Air International’s NUK’s case has enough substantive diferences to support Norwegian’s supporters say the labor application to fy to the U.S. have reiterated their positions on the application. opposition is nothing more than a delay- Low-cost carrier Norwegian wants to secure a single air operator certifcate a similar proposal for NUK. Organized labor strongly opposes Unions including the Air Line Pilots Association, Trans- ing tactic anyway, which is quietly backed for its growing feet of Boeing 787s. the plan, while cargo carriers, travel groups and airports are portation Trades Department, Association of Flight Atten- by major airlines that are concerned a staunch supporters of the new service. dants-CWA, European Cockpit Association and International new, large low-cost carrier will have a detrimental efect on tion. Last month, just prior to NUK’s application for a for- Norwegian says it has not created NAI and applied for the Association of Machinists and Aerospace Workers argue in yields. Cargo carriers FedEx and Atlas Air, as well as the U.S. eign air carrier permit, a senior government ofcial joined approvals because of cheaper labor deals or access to the comments fled to the Transportation Department’s dockets Travel Association and several U.S. airports, contend that Norwegian Air Shuttle CEO Bjorn Kjos in meetings with the U.S. Because Norway is associated with the U.S.-European that NUK’s application is similar to NAI’s. NUK’s application is fully compliant with the U.S.-EU open Transportation Department on NUK’s plans, people familiar Union open skies agreement, Norwegian can use its own NAI’s lack of a presence in Ireland sparked those that op- skies agreement. Furthermore, the EU and the U.S. agreed with the matter said. Since NUK is a U.K. carrier and under air operator certifcate (AOC) for unlimited access to the pose the carrier’s business model to claim that the low-cost in 2009 that carriers from either side are not required to fle the CAA’s purview, supporters say accusations that NUK’s U.S. from Norway or any EU airport and already does so airline is a “fag-of-convenience carrier.” Opponents homed such documentation as long as they are certifed to operate safety oversight will be lacking are spurious. NAI opponents with the NAI decision pending. However, the airline wants in on NAI’s practice of using crews sourced from Europe, the in either the U.S. or the EU. In its fling, FedEx wrote that this argue that the Irish civil aviation authority would not have to not only expand long-haul fying into the U.S. but also into U.S. and Asia and likened that to the U.S. maritime industry, is “because the decision of the certifying authorities deserved adequate safety oversight over a carrier that has limited Asia, where its Norwegian trafc rights are strictly limited. in which ships can be fagged in a country with favorable mutual respect.” The U.K. Civil Aviation Authority (CAA) has operations in Ireland, but this cannot be said for the third- A European AOC would allow the airline to expand more labor and tax laws and crewed internationally. Opponents approved NUK, and this should be enough for the Transpor- largest carrier at Gatwick, NUK supporters counter. c

34 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 35

AW_01_18_2016_p33-36.indd 34 1/13/16 6:20 PM AW_01_18_2016_p33-36.indd 35 1/13/16 6:20 PM CommerCiAl AviAtion SPIRIT

Blue Airways and Virgin America. He Change at the Top called Seattle and Boston the two most “underserved” ULCC markets. Where will new CEO take Spirit? Fornaro is not expected to recreate the hub-and-spoke model. While AirTran relied on an Atlanta hub, Spirit has little connectivity, prefer- Analysts predict the appointment of AirTran veteran Robert Fornaro as CEO could be a precursor to a merger. ring point-to-point routes. “A hub-and- spoke model would move them into a higher-cost model,” Derchin says. Indeed, Baldanza had been fanatical about costs. In the third quarter, Spirit reported a cost per available seat mile excluding fuel, of 5.39 cents, a decrease Brian Sumers Los Angeles and Madhu Unnikrishnan San Francisco of 9% compared with the same period in 2014. That advantage has helped hen Spirit Airlines abruptly Baldanza, and at some point, analysts Spirit keep margins high despite the Wreplaced longtime CEO say, Spirit could defer orders. poor revenue environment. Ben Baldanza with former “In general, what the investors were The business model is “just fine,” AirTran chief Robert Fornaro on Jan. concerned about was how rapidly Spirit Derchin says. “They’re the lower-cost 5, some analysts speculated about was growing,” says Michael Derchin, an producer in the industry, and that is whether a merger could be in the of- analyst with Sterne Agee CRT. “That almost certain to continue. Fornaro ing. But while Fornaro helped orches- type of growth is ambitious to manage.” knows how to manage a low-cost entity.” trate AirTran’s 2010 sale to Southwest Fornaro also must decide how the Henry Harteveldt, an analyst at At- Airlines, and though eventually he network should evolve. Under Baldan- mosphere Research Group, says he ex- could act similarly at Spirit, making a za, Spirit had an unusual approach. It pects Fornaro will focus on revenues. In deal might not be his frst priority in his would fy nearly any route on which it the third quarter of 2015, Spirit report- new job. calculated it could make substantial ed an average one-way ticket revenue of In roughly a decade in charge, Bal- margins. That produced profts, but it $68, or $12 less than in 2014. Meanwhile, danza transformed the carrier from a also created a disjointed network, lead- average ancillary revenue per passen- plodding hub-and-spoke airline with ing to some operational issues. ger was about $54, $1 less than in 2014. relatively high costs into the U.S.’s frst “Ben selected city pairs that were “They are certainly growing and real ultra-low-cost carrier (ULCC). In most interesting no matter where they they are making money, and they re- the past year, however, as fuel costs were,” says Craig Jenks, founder of the main one of the most profitable air- have dropped and opponents have Airline/Aircraft Projects consultancy. lines,” Harteveldt says. “But I don’t grown more aggressive, Spirit’s busi- “It was a strategy that wasn’t a strategy. think the revenue growth met the air- ness has suffered. The model is still People were a little bit uncomfortable line’s or investors expectations.” massively proftable—Spirit signaled it about that. [The question was,] ‘Where Finally, there is the merger issue. will report roughly a 17.5% proft margin would Spirit would strike next?’ Inves- Harteveldt says Baldanza was gener- for 2015’s fourth quarter—but Fornaro tors starting getting rattled,” he says. ally reluctant to pursue one, believing may need to stabilize the airline before In general, Baldanza liked to go into Spirit could succeed alone. Fornaro he can start negotiating mergers. a legacy carrier’s hubs, such as Chicago has already successfully merged an Many analysts expect Fornaro to O’Hare International, Hartsfeld-Jack- airline—Southwest paid a major pre- curb the airline’s growth. In 2015, son Atlanta International and Dallas/ mium over AirTran’s stock price, pleas- Spirit increased capacity by about Fort Worth International, and try to ing investors, so a merger is not out of 30%, and yields and load factors fell, stimulate trafc with the lowest fares. the question. Helane Becker of Cowen spooking some investors. The growth As recently as two years ago, with fuel & Co. named Frontier, JetBlue, Virgin also strained operations. In one highly expensive, legacies rarely matched America and “possibly” Allegiant Air as publicized misstep, Spirit said it lost Spirit. But American Airlines, Delta possible merger partners, as all fy a sig- $20 million during the second quarter Air Lines and United Airlines have all nifcant number of A320-family aircraft. after it had trouble recovering from altered their strategies; now it is not un- “While a merger may be something storm-related delays and cancellations. usual for them to match fares on popu- Mr. Fornaro will tasked with exploring, Spirit has said it will grow by about lar routes such as Los Angeles-Dallas. it may be as likely to be the seller as a 20% in 2016, and with 13 new aircraft In a Jan. 6 note, analyst Hunter Keay buyer,” Harteveldt says. “I don’t think a set to arrive this year, according to of Wolfe Research predicted Spirit and merger [is his] Job One. . . . He’ll need to the most recent feet plan, the airline its chief competitor, Frontier Airlines, focus on improving the airline’s opera- almost certainly will add considerable would expand in 2016, not in legacy tional reliability and performance and capacity. But it may not be quite as carrier hubs but in markets served by exploring network strategies [to] ben- robust as it would have been under Alaska Airlines, Southwest Airlines Jet- eft Spirit’s business performance.” c

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

AW_01_18_2016_p33-36.indd 36 1/14/16 11:14 AM CommerCiAl AviAtion BUSINESS SPIRIT

Blue Airways and Virgin America. He Change at the Top called Seattle and Boston the two most “underserved” ULCC markets. Where will new CEO take Spirit? Fornaro is not expected to recre-

ate the hub-and-spoke model. While EUROFIGHTER AirTran relied on an Atlanta hub, Spirit has little connectivity, prefer- Analysts predict the appointment of AirTran veteran Robert Fornaro as CEO could be a precursor to a merger. ring point-to-point routes. “A hub-and- spoke model would move them into a Fresh Start Analysts see fi nalizing the Kuwaiti Eurofi ghter deal higher-cost model,” Derchin says. as a critical step for the newly restructured Indeed, Baldanza had been fanatical Finmeccanica renews focus on core Finmeccanica group. about costs. In the third quarter, Spirit reported a cost per available seat mile business in bid to revive its fortunes the company could be in the of ng later in 2016, company excluding fuel, of 5.39 cents, a decrease of cials have said. Brian Sumers Los Angeles and Madhu Unnikrishnan San Francisco of 9% compared with the same period Tony Osborne London Moretti is keen to sweep away a corporate image that in 2014. That advantage has helped had been tainted by allegations of corruption in 2013 in the hen Spirit Airlines abruptly Baldanza, and at some point, analysts Spirit keep margins high despite the fter cutting away its unprofi table public transport purchase of VIP helicopters by India, an investigation since Wreplaced longtime CEO say, Spirit could defer orders. poor revenue environment. A businesses in 2015, Finmeccanica CEO Mauro Moret- dropped by Italian authorities but still being pursued in India. Ben Baldanza with former “In general, what the investors were The business model is “just fine,” ti is hoping a fresh start in 2016 will reinvigorate the “This move is overdue,” says Richard Aboulafi a, vice presi- AirTran chief Robert Fornaro on Jan. concerned about was how rapidly Spirit Derchin says. “They’re the lower-cost long-troubled Italian aerospace and defense conglomerate. dent of analysis for the Teal Group. “For years, they had 5, some analysts speculated about was growing,” says Michael Derchin, an producer in the industry, and that is A restructuring, 18 months in the making, has trans- this image as a state-run holding company, with minimal whether a merger could be in the of- analyst with Sterne Agee CRT. “That almost certain to continue. Fornaro formed the group from a bunch of semi-independent busi- synergy and no real brand identity. Anything that allowed ing. But while Fornaro helped orches- type of growth is ambitious to manage.” knows how to manage a low-cost entity.” nesses into a divisionalized organization under the single their operating units to stake out a common identity with trate AirTran’s 2010 sale to Southwest Fornaro also must decide how the Henry Harteveldt, an analyst at At- brand of Finmeccanica. greater shared services would help.” Airlines, and though eventually he network should evolve. Under Baldan- mosphere Research Group, says he ex- Moretti has followed the path taken in 2014 by EADS— Others are skeptical about the impact of the changes, how- could act similarly at Spirit, making a za, Spirit had an unusual approach. It pects Fornaro will focus on revenues. In now Airbus Group—by eliminating unprofi table or noncore ever. One London-based analyst says it is unlikely to change deal might not be his frst priority in his would fy nearly any route on which it the third quarter of 2015, Spirit report- elements of the company and focusing on aerospace, defense the way Finmeccanica “performs and operates.” new job. calculated it could make substantial ed an average one-way ticket revenue of and space. This strategy seems to be working. “What it will do is break down some of the fi efdoms that In roughly a decade in charge, Bal- margins. That produced profts, but it $68, or $12 less than in 2014. Meanwhile, Moretti claims the transformation process has been posi- have developed over the years, and that can only be a good danza transformed the carrier from a also created a disjointed network, lead- average ancillary revenue per passen- tively received by the fi nancial markets. The company’s share thing,” says the analyst . plodding hub-and-spoke airline with ing to some operational issues. ger was about $54, $1 less than in 2014. price has been steadily on the rise, revenues are back in the Removing the corporate identity from elements of the relatively high costs into the U.S.’s frst “Ben selected city pairs that were “They are certainly growing and black and the company’s high debt levels —the result of vari- company—such as the AgustaWestland name—means real ultra-low-cost carrier (ULCC). In most interesting no matter where they they are making money, and they re- ous unsuccessful expeditions into other markets—are falling. these could now be seen as separable assets, which could the past year, however, as fuel costs were,” says Craig Jenks, founder of the main one of the most profitable air- The so-called “one-company” strategy took ef ect on Jan. 1, be stripped away and sold to the highest bidder. have dropped and opponents have Airline/Aircraft Projects consultancy. lines,” Harteveldt says. “But I don’t eliminating long-established and well-known names such as Indeed, the name change from AgustaWestland to Fin- grown more aggressive, Spirit’s busi- “It was a strategy that wasn’t a strategy. think the revenue growth met the air- AgustaWestland, Alenia Aermacchi and Selex ES. These have meccanica Helicopters has not gone down well, particularly ness has suffered. The model is still People were a little bit uncomfortable line’s or investors expectations.” been absorbed into the larger Finmeccanica entity and will in Yeovil, England, where 100 years of Westland were cel- massively proftable—Spirit signaled it about that. [The question was,] ‘Where Finally, there is the merger issue. operate as divisions rather than separate companies. ebrated last July. When the London Sunday Times reported in will report roughly a 17.5% proft margin would Spirit would strike next?’ Inves- Harteveldt says Baldanza was gener- Noncore businesses in the energy and public transport November that Boeing had made a bid to buy the helicopter for 2015’s fourth quarter—but Fornaro tors starting getting rattled,” he says. ally reluctant to pursue one, believing sectors were divested in 2014 and 2015. The last of these to manufacturer, Moretti said: “We didn’t have any request, may need to stabilize the airline before In general, Baldanza liked to go into Spirit could succeed alone. Fornaro go was the rail business of Ansaldo Breda and Ansaldo STS, and even if we had we wouldn’t think of selling.” he can start negotiating mergers. a legacy carrier’s hubs, such as Chicago has already successfully merged an sold to Japanese group Hitachi . Furthermore, there is little sign of Moretti’s long-stated Many analysts expect Fornaro to O’Hare International, Hartsfeld-Jack- airline—Southwest paid a major pre- Meanwhile, weapons manufacturer OTO Melara and tor- hope of divesting or taking control of joint ventures where curb the airline’s growth. In 2015, son Atlanta International and Dallas/ mium over AirTran’s stock price, pleas- pedo specialists Whitehead Sistemi Subacquei were merged Finmeccanica did not have full control. His statements, made Spirit increased capacity by about Fort Worth International, and try to ing investors, so a merger is not out of into a single company back in September. in 2015, cast a shadow over the future of the company’s two 30%, and yields and load factors fell, stimulate trafc with the lowest fares. the question. Helane Becker of Cowen Moretti has established four business sectors : Aeronau- important regional aircraft joint ventures —the ATR tur- spooking some investors. The growth As recently as two years ago, with fuel & Co. named Frontier, JetBlue, Virgin tics, managed by Filippo Bagnato; Electronics, Defense & boprop airliner program shared equally with Airbus, and also strained operations. In one highly expensive, legacies rarely matched America and “possibly” Allegiant Air as Security Systems, headed by Fabrizio Giulianini ; Helicop- SuperJet International, the joint venture established with publicized misstep, Spirit said it lost Spirit. But American Airlines, Delta possible merger partners, as all fy a sig- ters, run by Daniele Romiti; and Space to be guided by Luigi Sukhoi to sell the SuperJet 100 regional airliner. The Italian $20 million during the second quarter Air Lines and United Airlines have all nifcant number of A320-family aircraft. Pasquali. element of missile manufacturer MBDA was also studied as after it had trouble recovering from altered their strategies; now it is not un- “While a merger may be something Under the initiative, AgustaWestland becomes Finmec- an option for divestiture. storm-related delays and cancellations. usual for them to match fares on popu- Mr. Fornaro will tasked with exploring, canica Helicopters, while aircraft manufacturer Alenia Aer- Key to the company’s success in 2016, analysts say, is to Spirit has said it will grow by about lar routes such as Los Angeles-Dallas. it may be as likely to be the seller as a macchi becomes Finmeccanica Aeronautics. Finmeccanica firm up the contract with Kuwait for 28 Eurofighter Ty- 20% in 2016, and with 13 new aircraft In a Jan. 6 note, analyst Hunter Keay buyer,” Harteveldt says. “I don’t think a Helicopters has stated on Twitter that the company’s heli- phoons following the fi ghter’s selection by the Persian Gulf set to arrive this year, according to of Wolfe Research predicted Spirit and merger [is his] Job One. . . . He’ll need to copters will retain the AgustaWestland brand . However, it state last September. The deal, which was reportedly de- the most recent feet plan, the airline its chief competitor, Frontier Airlines, focus on improving the airline’s opera- is not yet clear whether other companies will retain their layed by Finmeccanica in November, could be “a signifi cant almost certainly will add considerable would expand in 2016, not in legacy tional reliability and performance and respective product brands. catalyst,” according to some analysts, and may do for Fin- capacity. But it may not be quite as carrier hubs but in markets served by exploring network strategies [to] ben- Moretti has hinted several times that an altered corpo- meccanica what the Al-Yamamah deals with Saudi Arabia robust as it would have been under Alaska Airlines, Southwest Airlines Jet- eft Spirit’s business performance.” c rate identity must follow the changes, and a rebranding of in the 1980s did for BAE Systems. c

36 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 37

AW_01_18_2016_p33-36.indd 36 1/14/16 11:14 AM AW_01_18_2016_p37.indd 37 1/13/16 11:21 AM SPACE

told reporters during an annual CNES forecast event here. Recovery “But recovery is not the same as reuse, which is where the cost savings are found.” Versus Reuse In the meantime, Arianespace is reporting a record operational performance and order backlog for last year, including a total of 12 launches and sales of more than €1.4 billion, the Europeans question economics of highest total in the company’s history. In 2015, the company carried out six Ariane 5 launches, Falcon 9 core-stage refight along with three missions atop the Europeanized Soyuz and three launches of the new Vega light launcher, with the latter Amy Svitak Paris marking a threefold increase over the previous year. The company also won contracts in 2015 for 33 new launch- urope’s Arianespace launch consortium sees no need es, including 21 atop Soyuz to start delivering the new OneWeb Eto change its strategy following the dramatic recovery constellation of low-circling Internet satellites to orbit in 2017. by U.S. rival SpaceX of its Falcon 9 rocket core stage. Another eight Ariane 5 launches were ordered last year to “It’s very complicated to see how this is going to evolve and lift 14 geostationary satellites, from a total of 25 commercial to assess the economics of launch vehicle reusability,” Ari- satellite missions open to competition last year. anespace Chairman and CEO Stephane Israel told reporters This year, the launch services provider is planning just 11 in early January during the launches, though the manifest company’s annual forecast at includes eight launches of the a meeting with French media. Ariane 5 that are expected to “It would be a mistake for us to boost revenue beyond the re- put our heads down and chase cord set last year. somebody else’s strategy.” This is due in part to a pair SpaceX’s Dec. 21 launch of rare, dedicated commercial of a Falcon 9 rocket carry- missions that will launch on ing 11 small communications the typically dual-manifest satellites to low Earth orbit Ariane 5 ECA. Israel says fexi- marked the debut of the com- ble pricing for both launches— pany’s most powerful iteration one for feet operator Intelsat to date of the medium-lift ve- in January and a second in hicle. It also culminated in the March for Paris-based Eutel- frst successful recovery of a sat—was enabled by the new Falcon 9 first stage, which Airbus Safran Launchers joint landed intact and on target venture, which has more room at Cape Canaveral after de- ESA to maneuver than Airbus or livering its upper stage and Safran did separately. payload to the edge of space. In late 2016, Europe’s Arianespace will place orders With the Ariane 6 slated to Israel, whose company with Avio SpA and Airbus Safran Launchers for the enter service in 2020, Israel launched more than half of all frst commercial Vega C and Ariane 6 rockets. says Arianespace will place its commercial satellites orbited frst order for the new rocket in 2015, using the heavy-lift Ariane 5, says SpaceX’s move later this year, following a program review scheduled between toward reusable launch vehicles was well-known within the Airbus Safran Launchers and ESA this fall. European Space Agency (ESA) when it approved develop- Israel says the current Ariane 5 rocket will be phased out ment of an Ariane 5 successor in December 2014. over a three-year period starting in 2020, and that the com- Known as Ariane 6, the smaller, more modular rocket de- pany is likely to place its last Ariane 5 order this year. sign was crafted even as SpaceX was testing its Grasshopper In addition, the consortium will order the first Vega C vehicle, a precursor to a potentially reusable Falcon 9. launchers, which are expected to cost the same as the cur- “We already integrated the possibility of reusability into rent Vega rocket—owing to some design commonality with our thinking about Ariane 6 in the run-up to December 2014,” Ariane 6—while ofering considerably more lift performance. Israel says, adding that at €90-100 million ($97-107 million) per As Arianespace anticipates SpaceX’s debut of its much larger launch, the new rocket will cost roughly half that of an Ariane 5. Falcon Heavy rocket this year, he says other new entrants to the “SpaceX had been working with Grasshopper for several years, commercial market loom, including Russia’s new Angara family so it wasn’t a total surprise. But we are not going to be divert- of launchers and vehicles in development in China and India. ing from our road map one iota. What we need is consistency.” In addition, he notes International Launch Services, the Jean-Yves Le Gall, director of French space agency CNES Reston, Virginia-based company that markets commercial and formerly the head of Arianespace, asserts SpaceX is still missions for Russia’s Proton, has taken steps to attract new in the early stages of learning to reuse the Falcon 9. Le Gall, business after a string of mishaps in recent years. who played an instrumental role in shaping Ariane 6’s design, “It’s still a very complex, competitive environment, with says it is too soon to know whether the process of refurbish- the Falcon Heavy being introduced and Proton still there and ing and refying the core stage will be cost-efective enough showing themselves to be ofering extremely aggressive pric- to close that company’s business case. ing,” Israel says. “It’s a race to the bottom of the ladder, and we “SpaceX’s rocket-stage recovery was impressive,” Le Gall will not join them in this, but we do have to take account of it.” c

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

AW_01_18_2016_p38.indd 38 1/13/16 11:22 AM SPACE DEFENSE told reporters during an annual CNES forecast event here. fn Dfcffbfr 2015. Tfaf lookfd lfkf onlf fnougf for forf Recovery “But recovery is not the same as reuse, which is where the KF-X Launched dfffgn ffudfff, confffffnf ffff parlfaffnf’f rfpfaffd rf- cost savings are found.” fufal fo fund full-fcalf dfvflopffnf ffncf 2012, fffn fff Versus Reuse In the meantime, Arianespace is reporting a record opera- KAI slated to deliver indigenous dfffnff ffnfffrf fi rff afkfd for a prograf launcf. Buf fff tional performance and order backlog for last year, including fpokffpfrfon faff a furfffr 72.5 bfllfon fon ff avaflablf frof a total of 12 launches and sales of more than €1.4 billion, the South Korean fi ghters in 2026 unfpfnf allocaffonf fn 2013 and 2014. Tffff appfar fo bf Europeans question economics of highest total in the company’s history. fuff ffaf parlfaffnf provfdfd fo fff ffnfffrf’f Dfffnff In 2015, the company carried out six Ariane 5 launches, Bradley Perrett Sydney Acqufffffon Prograf Adffnfffraffon (DAPA), fafbf nof Falcon 9 core-stage refight along with three missions atop the Europeanized Soyuz and orfgfnallf for fff KF-X. three launches of the new Vega light launcher, with the latter offffff fn fff laff 1990f, of cfalf fn Sfoul ffrfouflf KAI confi rff ffaf fff confracf faf launcffd fff KF-X buf Amy Svitak Paris marking a threefold increase over the previous year. Srafffd fff fdfa ffaf Souff Korfa ffould bufld fff ofn dfclfnff fo faf fof fucf ff ffll favf avaflablf fo fpfnd fn The company also won contracts in 2015 for 33 new launch- fi gfffr. In 2002, fff propofal furfacfd publfclf af fff 2016. Tff cofpanf and fupplffrf, lfkf Indonfffa, arf duf fo urope’s Arianespace launch consortium sees no need es, including 21 atop Soyuz to start delivering the new OneWeb KF-X projfcf, onlf fo fxpfrffncf counflfff burfaucraffc confrfbuff 20%. Affuffng ffoff proporffonf arf folloffd Eto change its strategy following the dramatic recovery constellation of low-circling Internet satellites to orbit in 2017. ffffff and furnf af doubffrf fougff fo ffop ff and parlfa- ffff ffar, fff fofal appfarf fo bf 232.5 bfllfon fon, juff 2.6% by U.S. rival SpaceX of its Falcon 9 rocket core stage. Another eight Ariane 5 launches were ordered last year to ffnf conffrafnfd fpfndfng fo dfffgn ffudfff onlf. of fff dfcadf-long budgff approvfd bf fff fi nancf ffnfffrf . “It’s very complicated to see how this is going to evolve and lift 14 geostationary satellites, from a total of 25 commercial Nof, fi nallf, fff KF-X faf bffn launcffd fnfo full-fcalf df- Bf cofparffon, fff fi rff full ffar of full-fcalf dfvflopffnf for to assess the economics of launch vehicle reusability,” Ari- satellite missions open to competition last year. vflopffnf, alffougf ffff fffffnglf fodfff fundfng for fff fff McDonnfll Douglaf (nof Boffng) F/A-18 Hornff, fn fi fcal anespace Chairman and CEO Stephane Israel told reporters This year, the launch services provider is planning just 11 fi rff ffar. Prfff confracfor Korfa Afrofpacf Induffrfff (KAI) 1976, faf budgfffd af 7.5% of fff fxpfcffd ffvfn-ffar fofal. in early January during the launches, though the manifest ff duf fo bfgfn dflfvfrfff fn 2026, bufldfng 40 of Morfovfr, fff fofal KF-X dfvflopffnf budgff faf cfal- company’s annual forecast at includes eight launches of the fff fffn-fngfnf afrcraff bf 2028; a furfffr 80 lfngfd bfforf fff fi nancf ffnfffrf approvfd ff. Tff dfffnff a meeting with French media. Ariane 5 that are expected to ffouldffould folloffollof ffnn 22029-32.029-32. IIndonfffandonfffa ffff a pparfnfr,arfnfr, ffnfffrf’fffnfffrf’f fffnkfffnk fank,fank, ffffff KorfaKorfa InffffuffInffffuff ofof DfffnffDfffnff Analf-Analf- “It would be a mistake for us to boost revenue beyond the re- confrfbuffngconfrfbuffng 20%20% ofof dfvflopffnfdfvflopffnf cofff.cofff. fff,fff, calculaffdcalculaffd fffaffaf fforforf fffanfan 1100 ffrfllfonrfllfon put our heads down and chase cord set last year. TffTff prografprograf ffllffll kfckkfck ofof f fffffffff fffffff fffffffffffff f fonfon fouldfould bfbf nffdfd.nffdfd. somebody else’s strategy.” This is due in part to a pair DAPADAPA cfoffcfoff KAIKAI afaf prfffrrfdprfffrrfd SpaceX’s Dec. 21 launch of rare, dedicated commercial The South Korean air force insisted confracforconfracfor lafflaff MarcfMarcf ovfrovfr KorfanKorfan of a Falcon 9 rocket carry- missions that will launch on that the KF-X have two engines. AfrAfr LLfnff,fnff, ffffcfffcf ffafaf fforkfngorkfng ffffffff ing 11 small communications the typically dual-manifest Afrbuf.Afrbuf. InIn 2013,2013, KAIKAI propoffdpropoffd a satellites to low Earth orbit Ariane 5 ECA. Israel says fexi- rfqufrfffnfrfqufrfffnf rrfvffffvfff fnfn JJanuarfanuarf , ffallfr,ffallfr, fffnglf-fngfnffnglf-fngfnf ddfffgnfffgn marked the debut of the com- ble pricing for both launches— fafffaff a ffpokffpfrfonpokffpfrfon fforor forfor KKF-X;F-X; ffnduffrfnduffrf ffourcffourcff faffaf pany’s most powerful iteration one for feet operator Intelsat KAI.KAI. TffTff ffffffffffff funcffonfuncffon ffafffaf ffffff cofpanfcofpanf fforrffdorrffd to date of the medium-lift ve- in January and a second in rfvfffrfvfff ffff ffcffdulfdcffdulfd ffoo bbff aboufabouf ffffff fcalffcalf ofof hicle. It also culminated in the March for Paris-based Eutel- ffld fn Dfcffbfr. ffngfnffrfngngfnffrfng frst successful recovery of a sat—was enabled by the new Tff dfffnff ffnff- Falcon 9 first stage, which Airbus Safran Launchers joint frf’f afardfng of fff landed intact and on target venture, which has more room confracfconfracf ffoo KKAIAI oonn DDfc.fc. at Cape Canaveral after de- ESA to maneuver than Airbus or 2828 faffaf ffffff cofpanf’fcofpanf’f fffcondfcond bbfgfg fffnfn livering its upper stage and Safran did separately. forfor 2015.2015. LaffLaff Junf Junf ffff faffaf aufforfzfdaufforfzfd fofo payload to the edge of space. In late 2016, Europe’s Arianespace will place orders With the Ariane 6 slated to launcflauncf dfvflopffnfdfvflopffnf ooff ffffff LLCH-LAHCH-LAH AGENCY FOR DEFENSE DEVELOPMENT Israel, whose company with Avio SpA and Airbus Safran Launchers for the enter service in 2020, Israel cfvflcfvfl andand fflffarffflffarf fflfcopffr.fflfcopffr. BufBuf farfar forfforf rrffourcffffourcff ffffff llargfrargfr aafrcrafffrcraff ffouldould ddffand.ffand. launched more than half of all frst commercial Vega C and Ariane 6 rockets. says Arianespace will place its ffan fff LCH-LAH, fff KF-X ffould bf franfforfaffvf for Ffnallf, fff afr forcf dfffrffnfd ffaf ffo fngfnff ffrf nffd- commercial satellites orbited frst order for the new rocket KAI. Tff fi nancf ffnfffrf faf fn prfncfplf approvfd a cof- fd, parflf bfcauff, govfrnffnf fourcff faf, ff fanffd an in 2015, using the heavy-lift Ariane 5, says SpaceX’s move later this year, following a program review scheduled between plfff dfvflopffnf budgff for fff fi gfffr of 8.82 frfllfon fon afrcraff bfg fnougf fo carrf largf afr-fo-furfacf ffffflff. toward reusable launch vehicles was well-known within the Airbus Safran Launchers and ESA this fall. ($7.36 bfllfon), cofparfd ffff 1.6 frfllfon fon for fff fflfcopffr. Tff afr forcf fould alfo lfkf fo fff U.S. fffffff on fff European Space Agency (ESA) when it approved develop- Israel says the current Ariane 5 rocket will be phased out Morfovfr, fuccfffful dfvflopffnf of fff KF-X could rffulf KF-X, buf Wafffngfon ff fffffoldfng fff ffcfnologf for fn- ment of an Ariane 5 successor in December 2014. over a three-year period starting in 2020, and that the com- fn KAI of frfng onf of vfrf fff alffrnaffvff fo fff Lockfffd ffgraffng radar, flfcfronfc-farfarf fffffff, fnfrarfd ffarcf Known as Ariane 6, the smaller, more modular rocket de- pany is likely to place its last Ariane 5 order this year. Marffn F-35 Lfgffnfng on fff global fi gfffr farkff fn fff and frackfng, and fargfffng podf. If faf approvfd fn prfn- sign was crafted even as SpaceX was testing its Grasshopper In addition, the consortium will order the first Vega C laff 2020f. Tff Souff Korfan afrcraff, abouf fff faff ffzf cfplf fff franfffr of 21 offfr ffcfnologf fffff. vehicle, a precursor to a potentially reusable Falcon 9. launchers, which are expected to cost the same as the cur- af fff Eurofi gfffr Tfpfoon, ff fnffndfd fn fff fi rff vfrffon In rffponff fo fff unavaflabflfff of fff kff U.S. ffcfnol- “We already integrated the possibility of reusability into rent Vega rocket—owing to some design commonality with fo bf of a fffflar ffcfnologfcal lfvfl fo ffaf fi gfffr and ca- ogf, fff Agfncf for Dfffnff Dfvflopffnf (ADD) faf pro- our thinking about Ariane 6 in the run-up to December 2014,” Ariane 6—while ofering considerably more lift performance. pablf of onlf afr-fo-afr fffffonf. Laffr, a fulffrolf vfrffon poffd fndfgfnouf rfplacfffnff. If appfarf fo favf fffflfd Israel says, adding that at €90-100 million ($97-107 million) per As Arianespace anticipates SpaceX’s debut of its much larger ff fnffndfd fo bf fffalffffr and fo fncorporaff forf Souff ouf dfvflopffnfal fqufpffnf for a radar, jafffr and far- launch, the new rocket will cost roughly half that of an Ariane 5. Falcon Heavy rocket this year, he says other new entrants to the Korfan fffffff. Tff fngfnf ffll bf fff Eurojff EJ200 or gfffng pod ffaf ff fad bffn forkfng on for fff ffcond vfrffon “SpaceX had been working with Grasshopper for several years, commercial market loom, including Russia’s new Angara family Gfnfral Elfcfrfc F414. of fff KF-X. For fnfrarfd ffarcf and frackfng, ff ffoffd a so it wasn’t a total surprise. But we are not going to be divert- of launchers and vehicles in development in China and India. Lockfffd Marffn ff fuppoffd fo ffcfnfcallf fupporf KF-X naval prograf frof fffcf ffcfnologf could bf borroffd. ing from our road map one iota. What we need is consistency.” In addition, he notes International Launch Services, the dfvflopffnf fn rffurn for a Souff Korfan ordfr for 40 F-35 DAPA faf aufforfzfd ADD fo go affad ffff fff radar. Jean-Yves Le Gall, director of French space agency CNES Reston, Virginia-based company that markets commercial Lfgffnfngf. If ffll do fo fffffn lfffff, ffncf Wafffngfon faf Sffll, fvfn ff Souff Korfa can producf fff ofn fffffff, and formerly the head of Arianespace, asserts SpaceX is still missions for Russia’s Proton, has taken steps to attract new rffuffd fo allof franfffr of four kff ffcfnologfff, prffuf- fnffgraffon fffuff ffll rffafn. For fxafplf, opfraffon of in the early stages of learning to reuse the Falcon 9. Le Gall, business after a string of mishaps in recent years. ablf bfcauff ff ffarf ffaf fflffarf ffcrfff fould bf rfvfalfd. an flfcfronfc-farfarf ffffff ffould bf coordfnaffd ffff who played an instrumental role in shaping Ariane 6’s design, “It’s still a very complex, competitive environment, with Tff parffcfpaffon of Indonfffa, ffff fffcf fff U.S. ffarff fff radar fo prfvfnf fnffrffrfncf fn franffffffon and rf- says it is too soon to know whether the process of refurbish- the Falcon Heavy being introduced and Proton still there and vfrf lffflf fflffarf ffcfnologf, cannof fncouragf Wafffngfon cfpffon . Tffrf ff alfo fff crucfal, unanfffrfd quffffon of ing and refying the core stage will be cost-efective enough showing themselves to be ofering extremely aggressive pric- fo coopfraff. ffffffr Wafffngfon ffll pfrfff fnffgraffon of U.S. ffap- to close that company’s business case. ing,” Israel says. “It’s a race to the bottom of the ladder, and we Nof a lof of fonff for fff KF-X appfarf fo bf avaflablf fn onf ffff Souff Korfan fffffff or Europfan or Ifraflf “SpaceX’s rocket-stage recovery was impressive,” Le Gall will not join them in this, but we do have to take account of it.” c 2016. Parlfaffnf voffd a ffrf 67 bfllfon fon for fff projfcf alffrnaffvff. c

38 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 39

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601AWB40.indd 1 1/13/2016 9:43:30 AM DEFENSE IN ISRAEL

controlled simulated entities—within Better Than Real the M-346 program. The air force is exploiting this capability to reduce the Israeli air force cuts fl ying, boosts simulation cost and time expended in training, while making it more ef ective. Bill Sweetman Hazerim and Hatzor, Israel Simulation and rehearsal are used throughout the M-346 syllabus, but the t the Israeli air force’s newest ter at Hatzor air base and the ground single largest change made possible by Atraining base, two groups of segment of the Lavi training system LVC is the addition of a new phase to squadron pilots each fly two at Hazerim and operates the ground- the M-346 program. Previously, the air four-ship missions a day against a full based systems under private-fi nance force used its advanced trainers—Boe- range of threats that include hostile initiative arrangements with the IDF. ing TA-4J Skyhawks—for a six-month fighters and surface-to-air missiles The programs lead the world, says undergraduate pilot training program, (SAM). Meanwhile, student pilots on Peleg. The systems are built around followed by a year of operationally ori- the service’s new Finmeccanica Aero- dome simulators with all-new video ented work and lead-in fi ghter train- nautics M-346 trainers—named Lavi systems, jointly developed by Elbit and ing (LIFT). Additionally, pilots became in the Israel Defense Force (IDF)—will Barco. They integrate the latest Elbit part of a fi ghter training unit (FTU) soon be able to train with radar, elec- Targo helmet-mounted displays (HMD), equipped with F-16s. tronic warfare systems and weapons. and Israeli M-346s are equipped with El- Now, using LVC, the service can add At the same time, the IDF is scaling bit’s Embedded Virtual Avionics (EVA). a final phase—defined as “LIFT in a back its fl ying hours. This is a one-box system that emulates squadron environment”—which in- This is possible because the IDF has radar, electro-optical sensors and de- cludes the use of the HMD, targeting made a strategic decision to switch re- fensive avionics, projects virtual targets pods, radar and guided weapons in com- sources from fl ying hours to live, vir- and threats on the HMD, incorporates bat, all simulated via the EVA and dis- tual and constructive (LVC) training a high-speed data link that connects the plays. For example, SAM smoke trails and advanced, networked simulation, airplane to the other participants in the can be recreated as helmet video. The using an array of domestically devel- virtual air battle in near-real-time, and goal is to halve the time (currently about oped hardware and software. “The air records all relevant information for a year) that it takes to train a new pilot force took a 5% cut in fl ying hours to post-mission debriefi ng. after joining an operational squadron. It pay for the new training systems,” says EVA implements the LVC concept— is that “downloading” of training from Sagi Peleg, vice president of strategy “live” means that actual aircraft are F-15s and F-16s to the M-346 that saves and business development for Elbit’s combined with simulated threats or money. “Why do you need to spend aerospace unit, “and they plan to dou- wingmen; “virtual” means the use of $22,000 an hour to learn HMD opera- ble that.” Elbit is the prime contractor human-controlled simulated assets; tions or how a beyond-visual-range mis- for both the new Mission Training Cen- and “constructive” refers to computer- sile works?” Peleg asks. Additionally, the High-resolution, real-time imagery and the fast data links necessary to deliver it to multiple cockpits are key to unlocking the potential of advanced simulation.

ELBIT

AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 41

AW_01_18_2016_p41-42.indd 41 1/13/16 12:40 PM DEFENSE IN ISRAEL

Israel’s M-346 trainers have no radar, EW systems or long-range weapons, but all of these can be imitated on the aircraft.

while the other is briefi ng or debrief- FINMECCANICA ing. Briefi ngs, mission planning tools and command message formats are as realistic as possible, and the mission commander—overseeing the battle from the MTC control center—will be a fi ghter formation leader with at least 10 years of experience. “In hundreds of fi ghts over two years, none look the same. You take the same squadron and F-16 FTU has been shut down. the same exercise and get totally dif er- The full M-346 program is not yet ent results,” an IDF of cer says. fully operational because the aircraft The IDF of cer in command of the are new and some of the 30-aircraft is limited in the employment of realis- facility (who cannot be named under force are still to be delivered. Since the tic SAM or electronic warfare (EW) Israeli security rules) says that the ser- new Hazerim facility opened in Octo- threats. A training range may have an vice is “still learning the benefi ts and ber 2014, however, examples of all the SA-6 or SA-11 missile simulator, Peleg limitations” of the system. “We think new equipment have been delivered. notes, but will it be the latest model or that every pilot who comes through After basic desktop-computer-based the latest in a specific theater? Real- here has an interesting experience, training, the student graduates to skill- world exercises are constrained in their regarding their emotions and taking based training (SBT) with simulators ability to simulate long-range weapons real-life decisions. You have to think that use mostly commercial hardware and by rising concerns about security during the performance.” but run in real time with the aircraft’s against electronic monitoring of radars Restrictions on live training—safety own operational software. That leads and communication signals. limits, staying inside the range “box”— to the full mission trainer, a half-dome The MTC project started in the late are no longer there, one of many ways simulator with the Targo HMD (the 2000s and operations began in 2013. in which the MTC is more realistic helmet tracker is live, and helmet sym- It is built around two sets of four full- than live training. “We have combat- bology, normally projected at infi nity dome simulators, each using 13 pro- experienced people who get out of the on the visor, is emulated on the dome). jectors with 4K resolution (specially cockpit and say ‘this is the real thing,’” All missions are practiced in this developed by Elbit and Barco) and roll- the IDF of cer notes. trainer, and so far it appears that one- in crew stations to simulate dif erent The air force is also gaining expe- third of the 150-hr., A-4 syllabus can be aircraft types and front and rear seats. rience with pilots making multiple “of oaded” to the full mission trainer The facility can therefore simulate one trips through the MTC. “The first for further savings in cost. four-ship formation of two-seaters time is unique,” the commander says. Similar technology is used at nearby or two formations of single-seat air- “People experience the ‘wall ef ect’— Hatzor, in the Mission Training Center craft: Currently it is equipped for the they’re amazed by the visuals and (MTC) for operational pilots. Although F-16C/D and F-16I, with F-15 cockpits by the performance of the simulator. the training center does not yet have a arriving later this year. The second time, there is an obvious “live” element, Peleg says its new tech- The MTC also has two half-dome shift—the conversation is more tacti- nology—high-defi nition displays, data simulators for “Red Air” aggressors. cal and professional.” Squadrons, too, links and computer-generated forces— Other Red forces can be managed change on later visits. “They are taking are “a new dimension in training that from desktop simulators or generated lessons very seriously. They’re doing [is] more realistic than Red Flag.” by computers: The system can gener- more research and exchanging lessons IDF and industry professionals gen- ate more than 2,000 “entities,” one IDF with other squadrons.” erally regard new simulation technol- of cer says, “and we rarely use more In turn, data from lessons are being ogy as more than complementary to than 150, with only a couple of dozen fed back to the MTC to improve the ex- live exercises like Red Flag, as do many being really engaged.” perience. “It’s still under development of their associates worldwide. Always The normal pattern of operations and every year it looks dif erent,” the limited by resources—“How many pi- at the MTC is to have one squadron in commander says. “I don’t think anyone lots have been to Red Flag twice, even attendance for a week. Each is divided knows where the research and devel- in the U.S.?” asks Peleg—even Red Flag into two teams, so that one is “fl ying” opment will end.” c

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

AW_01_18_2016_p41-42.indd 42 1/13/16 12:40 PM DEFENSE IN ISRAEL

Israel’s M-346 trainers have no radar, EW systems or long-range The Smart Quad Rack for the

weapons, but all of these can be RAFAEL Spice-250 glide bomb incorporates imitated on the aircraft. front and rear data link antennas. In long-range strike conﬁ guration, this F-16 also carries the new Litening 5 targeting pod.

by 2018, complements the new weapons. It has new optics with a larger aperture Massive Precision and zoom range, and introduces a third operating band—the shortwave infared (SWIR) band, about 1.5 microns. SWIR

FINMECCANICA Israel pushes the state of the art while the other is briefi ng or debrief- operates well in nighttime conditions, ing. Briefi ngs, mission planning tools in weapons and sensors but its most important attribute is that and command message formats are as it is absorbed less by atmospheric mois- realistic as possible, and the mission Bill Sweetman Haifa and Yehud, Israel ture than visible light (0.5-0.7 microns) commander—overseeing the battle and provides longer oblique range than from the MTC control center—will be afael’s Spice-250 guided bomb, but the guidance system can select high- either midwave IR or daylight high-defi - a fi ghter formation leader with at least Rnow in its fi nal stages of devel- contrast points around it. The system nition TV. According to Rafael, Litening 10 years of experience. “In hundreds opment, will allow fighters to will store more points than it needs for 5 will be able to detect and track vehicle of fi ghts over two years, none look the perform accurate stand off launch- accurate target engagement, so that targets at ranges of up to 60 km, using same. You take the same squadron and and-leave attacks against an unprec- even if the target or some of the aim- an ultratelephoto SWIR sensor with a F-16 FTU has been shut down. the same exercise and get totally dif er- edented number of targets. Coupled points are obscured by cloud or smoke, 0.3-deg. fi eld of view and new automatic The full M-346 program is not yet ent results,” an IDF of cer says. with the company’s new Litening 5 the target can still be hit. Because the moving-target-indication algorithm. fully operational because the aircraft The IDF of cer in command of the targeting pod, it gives the fi ghter the guidance system focuses on specific Longer range changes the pod’s role. are new and some of the 30-aircraft is limited in the employment of realis- facility (who cannot be named under ability to designate its own targets well points in the target scene, it is not con- “This is more than a small step,” says force are still to be delivered. Since the tic SAM or electronic warfare (EW) Israeli security rules) says that the ser- beyond ef ective laser range. fused by extraneous changes in the pic- a Rafael executive. “It goes from be- new Hazerim facility opened in Octo- threats. A training range may have an vice is “still learning the benefi ts and These are two of a number of weap- ture. “We can live with a 50% change in ing a laser targeting pod to a stand of , ber 2014, however, examples of all the SA-6 or SA-11 missile simulator, Peleg limitations” of the system. “We think ons and systems that constitute new- the scene, because we’re not looking at multi weapon pod.” The 60-km range is new equipment have been delivered. notes, but will it be the latest model or that every pilot who comes through technology reconnaissance-strike com- the target,” a Rafael engineer observes. beyond the reach of accurate laser des- After basic desktop-computer-based the latest in a specific theater? Real- here has an interesting experience, plexes emerging from Israel’s combat Rafael claims a 1.5-meter ( 5-ft.) cir- ignation, because of low-altitude atmo- training, the student graduates to skill- world exercises are constrained in their regarding their emotions and taking experience and intended to attack hard- cular error probability, independent of spheric absorption and distortion, and based training (SBT) with simulators ability to simulate long-range weapons real-life decisions. You have to think to-fi nd targets with minimal collateral range—Spice-250 will glide as far as geometrical “smearing” of the laser spot that use mostly commercial hardware and by rising concerns about security during the performance.” damage. Spice-250, for instance, has 100 km ( 62 mi.)—and notes that the along the beam axis. The pod uses Rafa- but run in real time with the aircraft’s against electronic monitoring of radars Restrictions on live training—safety an 80-kg ( 176-lb.) warhead, while Israel image-based guidance system does el’s MatchGuide software to generate the own operational software. That leads and communication signals. limits, staying inside the range “box”— Aerospace Industries’ Harop loitering not require the capability to georefer- multipoint template for Spice guidance. to the full mission trainer, a half-dome The MTC project started in the late are no longer there, one of many ways weapon—in full production for the Is- ence satellite navigation signals, a ca- Long-range precision targeting and simulator with the Targo HMD (the 2000s and operations began in 2013. in which the MTC is more realistic rael Defense Forces and for export— pacity not all nations possess. A key reconnaissance is also the role of the helmet tracker is live, and helmet sym- It is built around two sets of four full- than live training. “We have combat- carries a 15-kg lethal payload. requirement for the Spice family was M-19HD sensor turret, from Israel bology, normally projected at infi nity dome simulators, each using 13 pro- experienced people who get out of the In the 250-lb. class, Spice-250 is independence from GPS or other satel- Aerospace Industries’ Tamam Division on the visor, is emulated on the dome). jectors with 4K resolution (specially cockpit and say ‘this is the real thing,’” somewhat similar in mission and size lite navigation systems, because these and in production for the new Super All missions are practiced in this developed by Elbit and Barco) and roll- the IDF of cer notes. to the Raytheon Small-Diameter Bomb were considered likely to be jammed or Heron UAV and other applications. trainer, and so far it appears that one- in crew stations to simulate dif erent The air force is also gaining expe- Increment 2 but has a proven guidance otherwise unavailable in a confl ict. The 19-in. turret is slightly fl attened third of the 150-hr., A-4 syllabus can be aircraft types and front and rear seats. rience with pilots making multiple technique, already in service on the Rounding out the Spice-250 guid- to ease ground-clearance issues. Be- “of oaded” to the full mission trainer The facility can therefore simulate one trips through the MTC. “The first larger Spice-1000 and -2000, that is dif- ance system’s modes are semi active hind the large-aperture, wide-zoom- for further savings in cost. four-ship formation of two-seaters time is unique,” the commander says. ferent in principle and dispenses with laser homing—if a designation source range Newtonian-telescope optical Similar technology is used at nearby or two formations of single-seat air- “People experience the ‘wall ef ect’— an active radar. It is an electro-optical is available—and a two-way data link system is a complete array of sen- Hatzor, in the Mission Training Center craft: Currently it is equipped for the they’re amazed by the visuals and scene-matching system, using a dual- that provides damage assessment, a sors—high-definition day and night (MTC) for operational pilots. Although F-16C/D and F-16I, with F-15 cockpits by the performance of the simulator. band (daylight and infrared) sensor, moving-target capability outside laser sensors and SWIR—and the system the training center does not yet have a arriving later this year. The second time, there is an obvious and its distinguishing feature is that it range, and the ability to abort an attack includes an eye-safe laser rangefi nder “live” element, Peleg says its new tech- The MTC also has two half-dome shift—the conversation is more tacti- does not aim at the pixel containing the (for example, to avoid collateral damage and laser designator. nology—high-defi nition displays, data simulators for “Red Air” aggressors. cal and professional.” Squadrons, too, target or use geographical coordinates. if noncombatants enter the target area Not surprisingly, a Tamam engi- links and computer-generated forces— Other Red forces can be managed change on later visits. “They are taking Instead, the system is programmed during an engagement). The weapon neer lists stabilization of the long-focus are “a new dimension in training that from desktop simulators or generated lessons very seriously. They’re doing before launch with a set of images of is designed for use with a four-round optics—carried by a diesel-powered [is] more realistic than Red Flag.” by computers: The system can gener- more research and exchanging lessons points surrounding the target, derived Smart Quad Rack that includes the UAV—as a big challenge. But he shifts IDF and industry professionals gen- ate more than 2,000 “entities,” one IDF with other squadrons.” from satellite or airborne imagery and mission planning processor and data quickly to a dif erent topic, the software erally regard new simulation technol- of cer says, “and we rarely use more In turn, data from lessons are being converted into a map with the aid of a link, with front and rear antennas for challenges of sensor fusion, image pro- ogy as more than complementary to than 150, with only a couple of dozen fed back to the MTC to improve the ex- terrain database. The guidance algo- 360-deg. coverage. An F-16 can carry 16 cessing and exploitation in meeting the live exercises like Red Flag, as do many being really engaged.” perience. “It’s still under development rithm then locates the target by refer- weapons, and an F-15I can carry seven specifi c requirements of intelligence- of their associates worldwide. Always The normal pattern of operations and every year it looks dif erent,” the ence to the relative position of those racks and 28 rounds, creating what Ra- gathering and targeting: “It’s not Na- limited by resources—“How many pi- at the MTC is to have one squadron in commander says. “I don’t think anyone images. According to Rafael engineers, fael calls “mass precision” capability. tional Geographic”; that is, it involves lots have been to Red Flag twice, even attendance for a week. Each is divided knows where the research and devel- this approach has several advantages. Litening 5, which started fl ight tests more than just acquiring a picture. in the U.S.?” asks Peleg—even Red Flag into two teams, so that one is “fl ying” opment will end.” c The target itself may be camoufl aged, last year and is expected to enter service “It’s a real art, and there are only four

42 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 43

AW_01_18_2016_p41-42.indd 42 1/13/16 12:40 PM AW_01_18_2016_p43-45.indd 43 1/13/16 3:29 PM DEFENSE IN ISRAEL

or fve players worldwide who can do “We know where we are, but we don’t it’s easier to see small details—wires it,” he says. “It’s a game of understand- have a digital terrain model for the en- and poles, for instance—in the scene. ing the nature of the problem, which is tire world,” the engineer says. SWIR can be fused into the image to not obvious.” And as a military tool, the The basic optics are good enough to penetrate haze—providing a “defog” system “must be easy to use,” he notes. see colors clearly at 40-km slant range mode—but tends to be noisy, requiring The military user needs to know the in daytime mode. However, by using an more custom processing. exact location of objects in the picture. adaptive color enhancement program, A turbulence mitigation mode re-

Israel Aerospace Industries’ Ashdod campus, home to its Secret Sauce ELTA Systems division, combines “radar, signals intelligence, communications and electronic warfare,” says Avishai Izha- kian, deputy general manager for marketing, who heads sales Israel’s business and military eforts for IAI-ELTA special mission aircraft. Modifcation and environment breeds new ideas fight test take place a 35-40-min. drive away, adjacent to Tel Aviv’s Ben Gurion Airport. “It’s a unique, very, very efective Bill Sweetman Tel Aviv, Haifa and Ashdod, Israel process of development and integration,” Izhakian says. The company recently delivered two Global 5000s to an orporate structures that promote innovation, verti- Asian customer—IAI does not identify customers, but it is Ccal integration of technologies and a unique relation- reported elsewhere to be India—with an integrated ground- ship between technology companies and the military surveillance radar and long-range electro-optical sensor. user—all are major factors that, in the view of Israeli defense The all-new confguration went from contract to delivery in industry leaders, have powered the industry’s long-term push 36 months, half the time taken by some comparable eforts, toward export-led growth. Izhakian says. “It’s mostly related to the fact that all the people Rafael Advanced Defense Systems, Israel’s government- are here. We solve problems in minutes or hours,” he says. owned missile and weapons company, was principally a The fexibility of IAI’s Malat division, focused on unmanned supplier to the Israel Defense Forces (IDF) in the 1990s. air vehicles, is an interesting contrast to other companies in Today, 44% of its sales are exports. The U.S. is the largest the business. “They have one large customer, and we have single market for Elbit Systems. Israel Aerospace Industries many customers with small numbers,” one executive says. (IAI)—also government-owned—makes almost 80% of its The fagship Heron medium-altitude/long-endurance UAV is income from export sales. ofered in standard and “widebody” versions, alongside the “We have 15 people here who come into work, and their new Super Heron (with either gasoline or diesel engines) and bosses have no idea what they are doing,” says Roni Potas- the veteran Searcher, which is still selling well. The result is man, Rafael’s executive vice president a UAV fnal assembly hangar that re- for research and development. “We let sembles an automotive racing shop as them do whatever they want.” They much as a mass-production line, with defne their own projects and set their engine development, modifcation and own goals and are part of a culture that testing alongside it. features “subcritical chaos,” Potasman Israel decrees universal military ser- says, along with “risk tolerance and fail- vice and a mandatory reserve commit- ure tolerance—we never punish anyone ment until the age of 40-49 for males, who fails by taking risks.” depending on specialty. (Females have Asaf Ashkenazi, senior vice presi- a reserve commitment under diferent dent for research and development at rules.) “Out of 900 people in this divi- Elbit Systems, which focuses on de- sion, 500 are still in the reserves and fense and aerospace electronics and is 100 are air crew,” says Sagi Peleg, vice Israel’s largest publicly owned defense president of strategy and business de- company, says Elbit fosters a “foundry velopment for Elbit’s aerospace unit. As for startups” and speaks favorably of a result, “requirements reach the indus- Google’s policy of encouraging employ- try in a matter of hours,” he notes. “It’s ees to spend 20% of their time doing not just how to fx problems, but unmet things other than their primary jobs. needs in a broader sense.” Results in the past year have included Aviation Week interviewed an Israeli the launch of Canary, a helmet-mount- executive on a specific program and ed system that can detect hypoxia the following day talked to an Israeli or G-induced loss of consciousness air force officer serving on the same (G-LOC)—a goal that has eluded re- system—as an operator, not a buyer. searchers since G-LOC was identifed It was the same person. Says Rafael’s in the 1980s—and the unveiling of Ev- erysight, a spinof that is preparing to Rafael engineers worked 20-hr. deliver a head-mounted display (HMD) days to bring the unique Iron Dome system for recreational bike riders. counterrocket system into action. Rafael

44 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p43-45.indd 44 1/13/16 3:29 PM DEFENSE IN ISRAEL or fve players worldwide who can do “We know where we are, but we don’t it’s easier to see small details—wires duces the efect of heat haze, difcult overhead images, but oblique multi- ates a vast amount of raw data—the it,” he says. “It’s a game of understand- have a digital terrain model for the en- and poles, for instance—in the scene. to do but vital at long slant ranges. For spectral video is a far bigger challenge. system manages the use of the data ing the nature of the problem, which is tire world,” the engineer says. SWIR can be fused into the image to the operator, “working for 2 or 3 hr. with “It’s similar to the software that we use link, tracking targets automatically not obvious.” And as a military tool, the The basic optics are good enough to penetrate haze—providing a “defog” a turbulent image is a huge headache,” to autotrack targets at sea,” the engi- and sending imagery as required. All system “must be easy to use,” he notes. see colors clearly at 40-km slant range mode—but tends to be noisy, requiring the engineer says. The U.S. was using neer says. “Nothing in the natural sea this advanced processing can be port- The military user needs to know the in daytime mode. However, by using an more custom processing. neural-net processing in the 1990s to environment has straight lines.” ed from the top-of-the-line M-19HD to exact location of objects in the picture. adaptive color enhancement program, A turbulence mitigation mode re- correct for atmospheric distortion in Finally—since the M-19HD gener- other Tamam payloads. c

Israel Aerospace Industries’ Ashdod campus, home to its Potasman: “People here are in the reserves, or they have kids establishing itself on the international market. “If you’d asked Secret Sauce ELTA Systems division, combines “radar, signals intelligence, in the reserves.” whether our security role and a business model could [coex- communications and electronic warfare,” says Avishai Izha- This adds to the industry’s intense focus, particularly on ist] back then,” Potasman says, “people would have said, ‘No kian, deputy general manager for marketing, who heads sales directly defensive technologies or unmanned systems that way.’” Today, 61% of the workforce is under 50. “That was not Israel’s business and military eforts for IAI-ELTA special mission aircraft. Modifcation and keep IDF personnel out of harm’s way. When the Iron Dome the case 15 years ago.” environment breeds new ideas fight test take place a 35-40-min. drive away, adjacent to Tel counterrocket missile system was under development, “peo- Despite the growth of the commercial technology sector, Aviv’s Ben Gurion Airport. “It’s a unique, very, very efective ple here were working 20 hr. a day. They were sleeping on the Rafael manages to hold attrition among its engineering staf Bill Sweetman Tel Aviv, Haifa and Ashdod, Israel process of development and integration,” Izhakian says. foor,” Potasman says. to 1% per year (often associated with marriage, he says, to a The company recently delivered two Global 5000s to an Industry executives are, however, aware of a competitor: Is- spouse who moves elsewhere). orporate structures that promote innovation, verti- Asian customer—IAI does not identify customers, but it is rael’s fast-growing commercial technology sector, comprising “Brilliant people attract brilliant people,” says Potasman. Ccal integration of technologies and a unique relation- reported elsewhere to be India—with an integrated ground- both domestic companies and global technology leaders keen Since the government established a national defense prize ship between technology companies and the military surveillance radar and long-range electro-optical sensor. to access Israel’s pool of talent. Google and Intel are just two scheme in 1958, Rafale has taken 47% of them, including six user—all are major factors that, in the view of Israeli defense The all-new confguration went from contract to delivery in of the familiar names on buildings visible from Elbit’s Haifa of 14 lifetime awards. More than 60% of its employees hold industry leaders, have powered the industry’s long-term push 36 months, half the time taken by some comparable eforts, complex among 300 multinationals with operations in Israel. toward export-led growth. Izhakian says. “It’s mostly related to the fact that all the people This is one reason for Elbit’s startup culture, according to Rafael Advanced Defense Systems, Israel’s government- are here. We solve problems in minutes or hours,” he says. Ashkenazi. “People start working on an idea, passionately, owned missile and weapons company, was principally a The fexibility of IAI’s Malat division, focused on unmanned in parallel with their daily jobs, supplier to the Israel Defense Forces (IDF) in the 1990s. air vehicles, is an interesting contrast to other companies in and then they come in asking Elbit Systems has Today, 44% of its sales are exports. The U.S. is the largest the business. “They have one large customer, and we have for funding. Ninety percent of launched a spinof single market for Elbit Systems. Israel Aerospace Industries many customers with small numbers,” one executive says. the ideas aren’t good enough— company to develop the (IAI)—also government-owned—makes almost 80% of its The fagship Heron medium-altitude/long-endurance UAV is it won’t work, someone else has Everysight consumer income from export sales. ofered in standard and “widebody” versions, alongside the solved the problem or there is head-mounted display, “We have 15 people here who come into work, and their new Super Heron (with either gasoline or diesel engines) and no market. But there are the exploiting more than 25 bosses have no idea what they are doing,” says Roni Potas- the veteran Searcher, which is still selling well. The result is stubborn people who prove you years of experience in man, Rafael’s executive vice president a UAV fnal assembly hangar that re- wrong.” military HMDs. for research and development. “We let sembles an automotive racing shop as There are no standard flters them do whatever they want.” They much as a mass-production line, with for promising “next big thing” ideas, Ashkenazi says, but he defne their own projects and set their engine development, modifcation and applies a “3M” flter. “Market: Are you able to get into a sus- own goals and are part of a culture that testing alongside it. tainably large market? Do we have a margin? Moat: That’s a Elbit features “subcritical chaos,” Potasman Israel decrees universal military ser- term Warren Bufet uses to mean, do we have an edge, and an engineering degree and 26% have a higher degree. Almost says, along with “risk tolerance and fail- vice and a mandatory reserve commit- how easy is it for anyone else?” His third “M” is Mafat, named three-quarters of its engineers graduated from Technion, Is- ure tolerance—we never punish anyone ment until the age of 40-49 for males, for the Israeli government’s military R&D organization, which rael’s national technology university in Haifa. who fails by taking risks.” depending on specialty. (Females have implies a link to any partner that can support R&D. In the The company’s culture, he says, stems from its role in na- Asaf Ashkenazi, senior vice presi- a reserve commitment under diferent case of Elbit’s commercial enhanced-vision systems (EVS), tional defense. “We have to continuously surprise our enemies,” dent for research and development at rules.) “Out of 900 people in this divi- for example, Elbit’s early “Mafat” comprised Gulfstream and he says. That means that Rafael has to respond to immediate Elbit Systems, which focuses on de- sion, 500 are still in the reserves and Federal Express, early enthusiasts for EVS. needs while thinking 10-15 years ahead. “It’s like running a fense and aerospace electronics and is 100 are air crew,” says Sagi Peleg, vice In the case of Canary, Elbit partnered with LifeBeam, found- marathon and the 60-meter hurdles at the same time.” One ex- Israel’s largest publicly owned defense president of strategy and business deed by two Israeli air force pilots to develop health-monitoring ample of that approach is the Spike missile family: It originated company, says Elbit fosters a “foundry velopment for Elbit’s aerospace unit. As systems for cycle helmets and other protective gear. LifeBeam with a weapon, long kept secret, that was developed after the for startups” and speaks favorably of a result, “requirements reach the indus- had developed a sensor to monitor blood oxygenation levels, Yom Kippur war of 1973 to defeat massed tank attacks and has Google’s policy of encouraging employ- try in a matter of hours,” he notes. “It’s but “it had very low accuracy, even sitting still.” Elbit started since been developed into a fast-expanding family of weapons. ees to spend 20% of their time doing not just how to fx problems, but unmet a joint project with LifeBeam and the IDF to improve and Other diferentiators, Potasman says, result from Rafael’s things other than their primary jobs. needs in a broader sense.” validate the sensor, and unveiled it as an option for the Targo role as a national laboratory. Unlike most, if not all, of its com- Results in the past year have included Aviation Week interviewed an Israeli helmet in June. Now, LifeBeam is working on a consumer ver- petitors, Rafael owns its own component technologies: rocket the launch of Canary, a helmet-mount- executive on a specific program and sion that will add $100 to the cost of a cycle helmet. “Defense motors, warheads, fuzes, down to thermal batteries. (Rafael ed system that can detect hypoxia the following day talked to an Israeli is the early-adopter market,” Ashkenazi says. makes 100,000 batteries a year. They have to last 15 years, or G-induced loss of consciousness air force officer serving on the same Cycling is likewise the launch market for Everysight, which while carried on aircraft and vehicles, then deliver exact design (G-LOC)—a goal that has eluded re- system—as an operator, not a buyer. expects to announce price and availability data soon. Unlike voltage within 300 millisec.) Its products are not all the result searchers since G-LOC was identifed It was the same person. Says Rafael’s most other “smart glasses,” the product uses Elbit’s projec- of “requirements pull” from the customer. “Four or fve of our in the 1980s—and the unveiling of Ev- tion-on-visor technology to place information centrally in the major programs were the result of technology push,” Potasman erysight, a spinof that is preparing to Rafael engineers worked 20-hr. feld of view, without any intruding hardware. says, where Rafael developed a technology and found a mili- deliver a head-mounted display (HMD) days to bring the unique Iron Dome Rafael is not as well placed to do spinofs but has neverthe- tary use for it. Extensive combat experience—and feedback system for recreational bike riders. counterrocket system into action. less accomplished something of a revolution in 15 years by through the IDF and reserves—are also vital. c Rafael

44 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 45

AW_01_18_2016_p43-45.indd 44 1/13/16 3:29 PM AW_01_18_2016_p43-45.indd 45 1/13/16 3:29 PM Fourth in a series celebrating Aviation Week’s 100th anniversary

widely produced airliners is an evolved Staying Alive version of an airplane designed in 1965. Rather, today’s level of air safety is the result of gradual changes in how aircraft Vital innovations have improved air safety are built, maintained, equipped and operated. As one cause of accidents was Bill Sweetman and John Croft Washington reduced or eliminated, its place as the most dangerous threat was taken by an- ebate swirls around the right way forward for air safety. other problem, and the industry focused Advocates of enhanced and synthetic vision want those on that. Better tools and techniques for D accident investigation pointed to un- systems to be given more credit so that their users can derlying causes, which could in turn be keep ﬂ ying when the ducks are walking. Other operators are addressed and their ef ects mitigated. Technology, training and psychology concerned that long sectors and automated aircraft leave crews have dealt with problems that were once unfamiliar with real ﬂ ying. And as Malaysia Airlines Flight 370 dismissed as “pilot error.” But some is- shows, aviation at 100 years can still present riddles. But the sues remain to be addressed and will keep the industry focused during avia- history of air safety shows that debates and mysteries are part tion’s second century. c of the process.

If 1962 fatal accident rates were cou- there’s no one single factor involved. Gallery Even early jets were far pled with today’s rate of departures, Comedian George Carlin once asked, safer than the propeller aircraft of the there would be a major jet crash every “If the black box flight recorder is post-World War II era, and the pre war other day. But there were only two in never damaged during a plane crash, days were more hazardous still. We review 2015, one the result of a pilot suicide why isn’t the whole airplane made out some of the lessons learned and mislearned and the other, almost certainly, from of that stuf ?” Not only has there not in the pioneer era : AviationWeek.com/AirSafetyInnovations a bomb. The air safety process has been a technological breakthrough been neither linear nor organized, and of that kind, but one of today’s most Check 6 Aviation Week editors discuss NASA’s December 1984 “controlled impact demonstration,” the deliberate the past and future of air safety: crash of a remotely piloted Boeing 720, tested an antimisting fuel additive AviationWeek.com/podcast intended to reduce the severity of post crash ﬁ res. It didn’t.

NASA

46 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p46-51.indd 46 1/14/16 5:01 PM Fourth in a series celebrating Aviation Week’s 100th anniversary Safety’s Top Ten and the Constellation was operating under visual fl ight rules. It is believed both aircraft were maneuvering around The innovations that revolutionized air safety cloud formations at 21,000 f t. As the investigation unfolded, Con- widely produced airliners is an evolved Bill Sweetman Washington gress focused on the patchy and divided Staying Alive version of an airplane designed in 1965. surveillance and control of U.S. airspace Rather, today’s level of air safety is the SOLVING STRUCTURAL MYSTERIES and funded the Civil Aeronautics Ad- result of gradual changes in how aircraft In an era of postwar austerity, the de ministration (CAA) to acquire more ra- Vital innovations have improved air safety are built, maintained, equipped and op- Havilland Comet—the fi rst jet airliner, dars and expand its control centers. But erated. As one cause of accidents was entering service in 1952 when rivals en route control remained split between Bill Sweetman and John Croft Washington reduced or eliminated, its place as the were still on the drawing board—was an the CAA and the U.S. Air Force. After most dangerous threat was taken by an- object of national pride for Britain. But an April 1958 midair collision that de- ebate swirls around the right way forward for air safety. other problem, and the industry focused in January and April 1954, two Comets stroyed another United DC-7 and an Air Advocates of enhanced and synthetic vision want those on that. Better tools and techniques for broke up in fl ight over the Mediterra- Force F-100, then another military-civil D accident investigation pointed to un- nean, and the type was grounded. An WIKIPEDIA collision the following month, Congress systems to be given more credit so that their users can derlying causes, which could in turn be unprecedented investigation, including formed the Federal Aviation Agency keep fl ying when the ducks are walking. Other operators are addressed and their ef ects mitigated. pressure tests of a complete Comet in Building on Boeing’s bomber (later the Federal Aviation Administra- concerned that long sectors and automated aircraft leave crews Technology, training and psychology a specially built water tank, revealed designs, the 707 fl ew much better tion) to replace the CAA and develop a have dealt with problems that were once that the fuselage construction and de- at low speeds, and hundreds of its surveillance system to manage all U.S. unfamiliar with real fl ying. And as Malaysia Airlines Flight 370 dismissed as “pilot error.” But some is- sign was subject to premature fatigue military cousins are still fl ying. But airspace. shows, aviation at 100 years can still present riddles. But the sues remain to be addressed and will around windows, doors and other cut- its fl ight controls were still manual The new system, which reduced but keep the industry focused during avia- outs. Comets in service were retired or did not eliminate midairs and “airmiss- history of air safety shows that debates and mysteries are part c and it could be a handful in rough tion’s second century. scrapped—the redesigned Comet 4 en- weather. es,” included requiring transponders of the process. tered service in 1958—and subsequent for all aircraft in controlled airspace. designs refl ected a better understand- Lessons from these complex inves- It was recognized in the 1950s that If 1962 fatal accident rates were cou- there’s no one single factor involved. Gallery Even early jets were far ing of metallurgy, ways to avoid stress tigations were incorporated into later aircraft could be fi tted with interroga- pled with today’s rate of departures, Comedian George Carlin once asked, safer than the propeller aircraft of the concentrations, and features intended designs, and more fatigue-resistant al- tors as well as transponders, theoreti- there would be a major jet crash every “If the black box flight recorder is post-World War II era, and the pre war to avoid cracks from propagating. loys began to be used, ef ectively elimi- cally forming the basis for an onboard other day. But there were only two in never damaged during a plane crash, days were more hazardous still. We review Lockheed’s fast, economical tur- nating low-time structural failures as collision-alert system, but it was not 2015, one the result of a pilot suicide why isn’t the whole airplane made out some of the lessons learned and mislearned boprop-powered Electra sold briskly an accident cause. until the 1980s that computer technol- and the other, almost certainly, from of that stuf ?” Not only has there not in the pioneer era : after its launch and entered service in ogy permitted a practical system with AviationWeek.com/AirSafetyInnovations a bomb. The air safety process has been a technological breakthrough early 1959. Again, however, two of the CONTROLLING AIR TRAFFIC a low rate of false alarms. This was the been neither linear nor organized, and of that kind, but one of today’s most type broke up in fl ight (in September On June 30, 1956, a United Airlines Traf c Alert and Collision Avoidance Check 6 Aviation Week editors discuss 1959 and March 1960). The cause was Douglas DC-7 and a TWA Lockheed System (TCAS), installed across the NASA’s December 1984 “controlled impact demonstration,” the deliberate the past and future of air safety: an unexpected “whirl-mode” vibration L-1049 Super Constellation collided airline fl eet in the 1990s. crash of a remotely piloted Boeing 720, tested an antimisting fuel additive AviationWeek.com/podcast of the outboard engines and propellers, over Arizona’s Grand Canyon, with no intended to reduce the severity of post crash fi res. It didn’t. resonating with a natural bending fre- survivors among the 128 occupants— BRINGING DATA TO INVESTIGATIONS quency of the outer wings. Like the the worst commercial air disaster up to In the 1954 Comet crashes, there were Comet, the Electra returned to service that time. The DC-7 was fl ying under in- no survivors or witnesses, and the ini- but its sales never recovered. strument fl ight rules, but “of airways,” tial failure had to be found amid dam-

NASA

46 AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 47

AW_01_18_2016_p46-51.indd 46 1/14/16 5:01 PM AW_01_18_2016_p46-51.indd 47 1/14/16 4:15 PM age caused by high-speed breakups and (CVR) to the required list. Because of surface impact. Flight data recorders pilots’ concerns about privacy, the (FDR) had been used in test programs, CVR was designed to record only the and trains had been ftted with speed last 30 min. of operation and erase recorders since the early 1900s, but the itself automatically on shutdown. Its Comet accidents inspired an Australian first high-profile use was in the in- inventor, David Warren, to adapt analog recording technology to a crash-surviv- Before the development of live able FDR in the 1950s. The U.K. was the computer-generated imagery in the frst nation to make FDRs mandatory late 1970s, high-end simulators on commercial aircraft, under a 1962 used terrain models, with miniature ruling that required fitment by 1965- video cameras “fying” above them 66, depending on class. Early systems on a moving gantry. recorded 24 parameters. Basic FDRs removed some of the vestigation of Eastern Airlines Flight guesswork from accident investiga- 401, a then-new Lockheed TriStar that tions and led to faster, more complete crashed in the Florida Everglades en analysis of causes, but the U.S. led the route to Miami. The CVR tape showed way in adding a cockpit voice recorder that the crew was so focused on the REDIFON

into thin AiR Work in Progress When Malaysia Airlines Flight 370 vanished completely in March 2014, the fying public began to understand just how UAVs and robotics dominate little is known about the exact position of multitudes of jet aircraft overfying the oceans and remote areas of the globe the next frontier around the clock. Standard practices developed half a century ago—allowing for voice position reports over the radio, John Croft Washington sometimes hours apart—now seemed ludicrous in the age of satellite communications, and rightly so. The global airline RecoveRing fRom Upsets industry agreed to voluntarily begin tracking their aircraft The airline industry had known for decades that pilots were on 15-min. intervals by 2016, but later pushed for more time, sometimes losing their edge when it came to taking control until 2018. ICAO, with the industry, in 2015 launched the back from autopilot systems that work so well in general concept of a Global Aeronautical Distress and Safety Sys- that humans rarely touch the controls except to land and tem (GADSS) to progressively change the tracking paradigm take of. Interventions, in the form of new training regimes, through standards that will be codifed by member nations. had been underway in the 1990s—but their efectiveness was Europe is the frst nation to implement portions of GADSS in challenged after the American Airlines 587 crash in Queens, regulations, mandating normal mode tracking every 15 min. New York, in late 2001. and abnormal mode updates for certain failures every 1 min. The Airbus A300’s frst ofcer had attended the carrier’s By 2021, new aircraft must be equipped with distress mode Advanced Aircraft Maneuvering Program, designed to teach systems that automatically transmit data every minute when better stick-and-rudder skills, but his response to a wake- triggered by unusual attitudes, speeds or other failures, and turbulence encounter was a series of hard rudder inputs must have either deployable data recorders or a method to that overloaded the vertical fn. The accident highlighted the transmit key data from the aircraft before a crash. The 1-min. efects of “negative training,” particularly for simulators and position updates are meant to locate a crash site to within training that did not accurately refect real-life situations. a radius of 6 nm. Industry took a pause to reconsider upset training until a spate of accidents in 2009—Turkish Airlines Flight 1951, Col- thRoUgh A glAss BRightly gan Air/Continental Connection Flight 3407 and Air France The optimal fusion of synthetic vision systems with sensor- 447—made it clear that intervention was crucial. based enhanced vision systems, known as combined vision The FAA, largely in response to pressure from families in systems (CVS), will soon provide pilots with the best of both the Colgan accident, issued new rules in 2013 requiring upset worlds, boosting safety by virtually eliminating the tradi- prevention and recovery training in pilots’ initial and recur- tional concept of fight by reference to instruments. With rent training, including full stalls in the simulator, by 2018. CVS, pilots have a synthetic view of the environment, gen- The FAA also greatly expanded the minimum fight time erated with static terrain, obstacle and airport databases, experience for frst ofcers and issued new fight and duty but merged with a real-time sensor-generated view forward. time limitations to cut down on the fatigue that can cloud a New rules, expected to be approved by the FAA this year, pilot’s response to an upset. The International Civil Aviation will allow airlines to reap the benefts by providing for lower Organization (ICAO) and European authorities have made landing minimums for various levels of CVS equipage, using similar upgrades to standards and recommended practices the technology in lieu of natural vision. In the long term, to help member nations battle upset and fatigue issues. advanced technologies in forward-looking sensors should

48 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p46-51.indd 48 1/14/16 4:15 PM age caused by high-speed breakups and (CVR) to the required list. Because of causes of a warning light that it failed mishandling, often in turbulence—were in 1964, was the first commercial air- surface impact. Flight data recorders pilots’ concerns about privacy, the to monitor altitude; the fnding led to all too common, as were short-landing plane with full, redundant powered (FDR) had been used in test programs, CVR was designed to record only the a new emphasis on “cockpit resource accidents due to poorly stabilized ap- controls—using electrohydraulic actua- and trains had been ftted with speed last 30 min. of operation and erase management” in training. proaches in bad weather. tors, similar to the Joint Strike Fighter. recorders since the early 1900s, but the itself automatically on shutdown. Its The later Boeing 727 sufered from The frst widebody jets (the Boeing 747, Comet accidents inspired an Australian first high-profile use was in the in- MAking AirplAnes eAsier to Fly an early spate of accidents because it McDonnell Douglas DC-10 and Lock- inventor, David Warren, to adapt analog To say that some early jet airliners were could quickly reach an unrecoverably heed TriStar) were designed from the recording technology to a crash-surviv- Before the development of live demanding to fly is a decided under- high descent rate if the crew allowed outset with triple or quadruple hydraulic able FDR in the 1950s. The U.K. was the computer-generated imagery in the statement. The primary fight controls speed and power to decay on approach. systems. frst nation to make FDRs mandatory late 1970s, high-end simulators of the top-selling frst-generation jet, The contemporary British T-tailed, on commercial aircraft, under a 1962 used terrain models, with miniature the Boeing 707, were manually operated aft-engine jets, the BAC One-Eleven trAining better pilots ruling that required fitment by 1965- video cameras “fying” above them (with trim and servo tabs) apart from and de Havilland Trident, introduced Ed Link used his training as a builder 66, depending on class. Early systems on a moving gantry. the spoilers and variable-incidence tail- “stick pushers” to reduce angle of at- of organs and nickelodeons to help him recorded 24 parameters. plane, which had hydraulic boost. Brit- tack, because they could enter a deep- engineer his flight training devices Basic FDRs removed some of the vestigation of Eastern Airlines Flight ish authorities insisted that Boeing install condition where airfow from the in the 1930s. But as commercial air- guesswork from accident investiga- 401, a then-new Lockheed TriStar that stall a yaw damper—a gyro-controlled wing blanketed the tail and made re- planes became more complex, faster tions and led to faster, more complete crashed in the Florida Everglades en rudder boost—to avoid a weaving covery impossible. and less forgiving, airlines acquired analysis of causes, but the U.S. led the route to Miami. The CVR tape showed roll-yaw instability called Dutch roll. Britain’s graceful (but heavy and simulators that precisely emulated way in adding a cockpit voice recorder that the crew was so focused on the “Jet upsets”—high-speed dives due to uneconomical) BAC VC10, introduced specifc aircraft types and reproduced REDIFON NASA into thin AiR Work in Progress When Malaysia Airlines Flight 370 vanished completely in allow CVS operations that will officers would in theory help March 2014, the fying public began to understand just how essentially eliminate traditional with the pilot shortage, but UAVs and robotics dominate little is known about the exact position of multitudes of jet instrument flight rules opera- much more work is in store to aircraft overfying the oceans and remote areas of the globe tions, which slow air trafc sys- come to terms with the soci- the next frontier around the clock. Standard practices developed half a cen- tem throughput compared to etal and security implications tury ago—allowing for voice position reports over the radio, visual fight operations. of further reducing the crew. John Croft Washington sometimes hours apart—now seemed ludicrous in the age of satellite communications, and rightly so. The global airline Cyberpilots the Drone MenACe RecoveRing fRom Upsets industry agreed to voluntarily begin tracking their aircraft Industry observers might ar- There are few reliable esti- The airline industry had known for decades that pilots were on 15-min. intervals by 2016, but later pushed for more time, gue about the cause of a pilot mates of the total number of sometimes losing their edge when it came to taking control until 2018. ICAO, with the industry, in 2015 launched the shortage—some say pay is too commercial unmanned air back from autopilot systems that work so well in general concept of a Global Aeronautical Distress and Safety Sys- low, and some say kids are just vehicles (UAV) in service, that humans rarely touch the controls except to land and tem (GADSS) to progressively change the tracking paradigm no longer interested in the pro- whether for commercial or rec- take of. Interventions, in the form of new training regimes, through standards that will be codifed by member nations. fession—but all can agree that reational use, but the numbers had been underway in the 1990s—but their efectiveness was Europe is the frst nation to implement portions of GADSS in an immense number of pilots are likely in seven digits and challenged after the American Airlines 587 crash in Queens, regulations, mandating normal mode tracking every 15 min. will be needed to fly an ever- rising. So far, there has been New York, in late 2001. and abnormal mode updates for certain failures every 1 min. expanding global fleet, while no confrmed drone-to-aircraft The Airbus A300’s frst ofcer had attended the carrier’s By 2021, new aircraft must be equipped with distress mode U.S. airlines face a retirement collision involving a commer- Advanced Aircraft Maneuvering Program, designed to teach systems that automatically transmit data every minute when bubble in the next 5-10 years. cial UAV, but two incidents in better stick-and-rudder skills, but his response to a wake- triggered by unusual attitudes, speeds or other failures, and NASA has been intensely which aircraft struck unknown turbulence encounter was a series of hard rudder inputs must have either deployable data recorders or a method to studying the idea of a long- objects that were apparently that overloaded the vertical fn. The accident highlighted the transmit key data from the aircraft before a crash. The 1-min. distance relationship between not birds are under investiga- efects of “negative training,” particularly for simulators and position updates are meant to locate a crash site to within the traditional captain and frst tion in the U.S. The FAA re- training that did not accurately refect real-life situations. a radius of 6 nm. ofcer: The frst ofcer would ported in September 2015 that Industry took a pause to reconsider upset training until a be located in a high-tech ground there had been 650 reports of thRoUgh A glAss BRightly The abolition of weather: After 25 years of work, spate of accidents in 2009—Turkish Airlines Flight 1951, Col- station, acting as a pilot and a combined visual systems that fuse synthetic UAV sightings by commercial gan Air/Continental Connection Flight 3407 and Air France The optimal fusion of synthetic vision systems with sensor- “super dispatcher,” handling up imagery, based on aircraft position and terrain data- and general aviation pilots last 447—made it clear that intervention was crucial. based enhanced vision systems, known as combined vision to a dozen fights at the same year, versus 238 in all of 2014, The FAA, largely in response to pressure from families in systems (CVS), will soon provide pilots with the best of both time under normal (noncrisis) bases, with video from multiband electro-optical and at the end of 2015 required the Colgan accident, issued new rules in 2013 requiring upset worlds, boosting safety by virtually eliminating the tradi- situations. Information through sensors, are ready to reliably take the mystery out all UAV users to register their prevention and recovery training in pilots’ initial and recur- tional concept of fight by reference to instruments. With secure broadband communica- of in-weather operations. vehicles before flying them rent training, including full stalls in the simulator, by 2018. CVS, pilots have a synthetic view of the environment, gen- tions channels would allow the outdoors. So far, there’s little The FAA also greatly expanded the minimum fight time erated with static terrain, obstacle and airport databases, super dispatcher to come to the captain’s aid in an emer- data on the actual collision hazard posed by mini-UAVs, but experience for frst ofcers and issued new fight and duty but merged with a real-time sensor-generated view forward. gency. The aircraft could also be fown from the ground the potential for airspace disruption—which itself is a safety time limitations to cut down on the fatigue that can cloud a New rules, expected to be approved by the FAA this year, station, if required. hazard—is real. pilot’s response to an upset. The International Civil Aviation will allow airlines to reap the benefts by providing for lower Industry observers say if you can reduce onboard crew Some companies, such as Selex, are actively pushing Organization (ICAO) and European authorities have made landing minimums for various levels of CVS equipage, using to one, however, you can reduce it to zero since the backup counterdrone systems, designed to detect, classify and similar upgrades to standards and recommended practices the technology in lieu of natural vision. In the long term, systems would already have to be in place in case that one identify drones and if necessary take control of them for to help member nations battle upset and fatigue issues. advanced technologies in forward-looking sensors should person became incapacitated. The economy of scale for frst the protection of civil infrastructure, airports included. c

48 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 49

AW_01_18_2016_p46-51.indd 48 1/14/16 4:15 PM AW_01_18_2016_p46-51.indd 49 1/14/16 4:15 PM the operations of engines, hydraulics start.) CGI and other advances such mid-1980s aircraft, but the pace of and electrical systems. Pan American as higher-fidelity models of aircraft electronics development was already Airways—always a technical pioneer— systems opened the way to regulatory fast enough to put sharp, crisp color was in the lead, commissioning a Boe- approval of zero-fight-time training displays on the new Boeings. In addi- ing 377 Stratocruiser simulator from in the 1980s. Combined with cockpit tion, the complex stabilized platform Curtiss-Wright in 1948. resource management (CRM) disci- and mechanical gyros of the Carousel Britain’s Rediffusion (which had pline, this has been instrumental in the IV were replaced by fxed “strapdown” started as a cable radio and TV ser- steady decline of human-factor-related Honeywell ring-laser gyro (RLG) INS, vice) built a pitch-only moving-base accident rates. and the navigation, fight control and Comet simulator for BOAC in 1958, display systems were integrated on and by the early 1970s, 6-deg.-of-free- Deploying neW Avionics a common databus. The result, said

dom moving-base simulators were One of many innovations on the Boe- Boeing the industry standard, owned even ing 747 was the first inertial naviga- by airlines with modest fleets. The tion system (INS) on a commercial proportion of training carried out on airplane, providing the crew with ac- simulators increased rapidly; they curate position data without external were used for all major emergency and radio. Before development of the Delco systems-failure training. Carousel IV, INS was used on military Until the late 1970s, the state of the aircraft and missiles but was too costly art in visual systems comprised a TV and unreliable for airline use. After the image of a 3-D small-scale landscape introduction of the 747 and the con- model, viewed through a camera on temporary DC-10 and TriStar, no new a moving gantry. Computer-generat- Western jet with more than 100 seats ed imagery (CGI) nighttime visuals was ofered without it. The Boeing 747 was a step forward were introduced early in the decade, Less than a decade after the 747 in the airliner’s state of the art with the frst daytime system enter- entered service in 1970, Boeing was when it was rolled out in Septem- ing service with Lufthansa in 1977. developing the 757 and 767 with a ber 1968, featuring fully powered (For viewers of the new “Star Wars” revolutionary “glass cockpit.” Mid- fight controls, quad-redundant movie, this was where the CGI efects 1970s researchers believed that mono- hydraulics and a standard inertial now the norm in such movies got their chrome displays might be ready for navigation system.

Boeing was that the 707-size 767 could 50 be fown by just two pilots. How Accident Rates Crashed Another major advance in navigation evolved in the 1970s, far from the airline business: The U.S. Navy needed a system that would allow missile-fr- ing submarines to determine their own 40 position instantly and precisely without transmitting a signal. The answer Overall Accident Rate was Navstar, or the Global Positioning Fatal Accident Rate System (GPS). Since the receiver was Hull Loss Accident Rate passive, anyone could use it as long 30 as they had a compatible processor, which between the 1970s and 1990s shrank from a cabinet to book-size and ATC Improvements then to a chip. “The crew was unaware Better Fatigue Design of their position” has vanished from accident reports. 20 FDRs/CVRs and Flight Simulators Annual Accident Rate (per million departures)

Triple/Quad Hydraulics Damage-tolerant Design and Inertial Navigation ETOPS 10 GPWS Fly-by-wire TCAS and EGPWS

0 1960 1962 1964 1966 1968 1970 1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000

Source: Boeing

50 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p46-51.indd 50 1/14/16 7:23 PM 1/14/16 4:15 PM y 18-31, 2016 51 Wire An “envelope protection” system pre- protection” An “envelope also would Beteille believed, FBW, con- more The A320 became even But ETOPS also was an important an important also was ETOPS But y- sWitChing to Fly-B Before Roger Beteille joined the new Beteille joined the new Roger Before as its technical direc- project Airbus develop- headed he had tor in 1967, cruise supersonic ment of a low-level with complex, His familiarity missile. a factor was air vehicles automated in the early bold decision, in Airbus’s 1980s, to ft the A320 with a fy-by-wire system, full fight control fight (FBW) and side-stick protection envelope as the most advanced as well controls, in existence. cockpit glass pre- exceeding from the aircraft vented bank angle of attack, set limits on angle air startling In speeds. and low and high test- A300 of the show demonstrations system, the new Airbusfor pilotsbed respond would the aircraft that showed input but control to a full-force rapidly begin to slow would protection envelope its lim- as it approached the pitch or roll frmly in- its, fnally holding the aircraft side its stable envelope. genera- to the next be easier to adapt jets and make Airbus tion of twin-aisle pilots to qualify on mul- it easier for tiple types. of acci- spate after an early troversial in which least two dents, including at descended fully functional aircraft operators Major into the ground. early Airlines—an such as Northwest failure high customer—experienced But courses. in their conversion rates adapted were procedures as training its to the high-technology aircraft, “It will do normalized. rate accident Clay well,” very you for everything of fight director Northwest’s Foushee, just “but if you said in 1992, operations, something and let it fy itself, sit there and envelope FBW will happen.” awful new on standard now are protection c aircraft. commercial was introduced on Atlantic fights. The fights. on Atlantic introduced was built, never three-engine was version the ground designed from was the 777 and Pacific, the ETOPS over up for as looked so much never Boeing has en- two than with more aircraft an at gines. with the result spur to the industry, engines and systems airframes, that reliable, to be more engineered were of the abnor- the incidence reducing that conditions emergency and mal to accidents. contribute UAR technology/JAn Ace tion Week & Sp A Avi The answer, for Boeing and its cus- for The answer, its Boeing, required The change Changes in materials, including including in materials, Changes

In 1986, the Airbus A320 cock- In 1986, out of something like pit looked and with big screens Wars,” “Star on using Boeing insisted sidesticks. 777. the later for yokes back-driven wheel on a steering putting like “It’s one Airbus comment. was a horse,” DC-8s on and 707s replace would it a large and gave routes thin” “long, mission. that perform wing to enough transatlan- new the same time, But at open- were agreements tic air service cre- gateways, U.S. more ing up many a smaller a short-term need for ating jet. oceanic-range to re-examine was tomers, the limits twin-engine aircraft on overwater been set in the had which operations, the the time, At piston-engineera. operation twin any that required FAA should inoperative engine one with within 60 min. flying time of a stay au- airfeld. (Other nation’s diversion thorities set a 90-min. limit.) Boeing to 120 min. that to increase proposed to dem- and airlines engine suppliers re-of levels unprecedented onstrate and the 767 done, This was liability. Boosting reliABility in the 767 When Boeing launched planned to adapt the company 1978, it into a three-engine that airplane inspection. That had not happened, happened, not had That inspection. found were 707s other many and failure. with incipient design and new alloys, ductile more as computer-driven such technologies fnite-element already were analysis certification However, in the works. design stan- authorities also changed detailed testing more to require dards fo- as more as well and demonstration, structures cus on “damage-tolerant” after ma- even safe remain would that jor failures. Airbus

2014

2012

2010

2008

2006

Despite the aircraft’s age and the and the age Despite the aircraft’s

CFIT rates declined, and GPWS declined, and GPWS CFIT rates 2004

was obvious enough to be found on on to be found enough obvious was it to fail completely before the failure the failure before completely it to fail is, no single failed part should cause part should cause failed is, no single been designed to be “fail-safe”—that been designed to be “fail-safe”—that AviationWeek.com/awst sands of hours. The stabilizer had The stabilizer had sands of hours. structures safe over tens of thou- of tens over safe structures that was supposed to keep aircraft aircraft supposed to keep was that maneuvering-fight warnings. maneuvering-fight the engineering discipline lenged database into the system and provides into the system and provides database ing all six on board. chal- toll, the accident small death tegrated GPS navigation and a terrain and a terrain GPS navigation tegrated kill- immediately, crashed The 707 of. ments for Enhanced GPWS, which in- which GPWS, Enhanced ments for tailplane broke fap and the starboard Brown) the FAA drafted require- drafted the FAA Brown) selected the landing ofcer The frst ing then-Commerce Secretary Ron Ron Secretary ing then-Commerce fight. Zambia, on a cargo to Lusaka, Air Force CT-43A in Croatia carry- in Croatia CT-43A Force Air making its approach was Dan-Air ain’s 757 in Colombia and the loss of a U.S. in Colombia and the loss of a U.S. 757 Brit- by operated American 707-321C the 1990s (including an American American an (including 1990s the an ex-Pan 1977, But in May believed. widely publicized CFIT accidents in in widely publicized CFIT accidents designers failure, structural of risk ing in a straight line. Following some some Following line. ing in a straight the virtually eliminated had accidents particularly if the aircraft was not fy- was if the aircraft particularly Electra and Comet the Lessons from ever, the system had its limitations, limitations, its had system the ever, Building AirPlAnes to lAst izations did not help. izations this. How- for credit given rightly was voice system and alarmed-duck system and vocal- voice false-alarm rates. Its primitive digital Its primitive false-alarm rates. ple modes threatened to result in high high in result to threatened modes ple controversial because its relatively sim- because its relatively controversial vice mandatory in 1974. At frst it was it was frst At 1974. in mandatory vice computing), the FAA made the new de- new the made FAA the computing), the frst safety devices based on digital devices safety the frst ogy cutting the cost of GPWS (one of of (one ogyGPWS of the cost cutting accidents continuing, and new technol- and new continuing, accidents system (GPWS) in 1969-70. With CFIT With 1969-70. in system (GPWS) the first ground proximity warning warning proximity ground first the and Sundstrand Corp. demonstrated demonstrated Corp. and Sundstrand Scandinavian Airlines System, Boeing System, Airlines Scandinavian of their position, terrain and altitude. altitude. and terrain position, their of (CFIT) and how crews lost awareness awareness lost crews how (CFIT) and standing of controlled fight into terrain into terrain fight controlled standing of The CVR quickly improved the under- the improved quickly The CVR Preventing ground Collisions Preventing

2002 AW_01_18_2016_p46-51.indd 51

2000 Boeing

1998

1996 1/14/16 7:23 PM TCAS and EGPWS

1994

1992 AviationWeek.com/awst AviationWeek.com/awst

1990

1988 Fly-by-wire 1986 Another major advance in naviga- advance Another major The Boeing 747 was a step forward forward a step was The Boeing 747 of the art state in the airliner’s out in Septem- rolled when it was fully powered featuring ber 1968, quad-redundant fight controls, inertial and a standard hydraulics system. navigation Boeing was that the 707-size 767 could could 767 the 707-size that Boeing was pilots. just two by be fown the from far in the 1970s, tion evolved needed Navy business: The U.S. airline missile-fr- allow would a system that ing submarines to determine their own with- position instantly and precisely answer signal. The a transmitting out the Global Positioning or Navstar, was was the receiver (GPS). Since System use it as long could anyone passive, processor, a compatible had as they 1990s and the 1970s between which and a cabinet to book-size from shrank unaware was “The crew then to a chip. ac- from has vanished position” of their cident reports. mid-1980s aircraft, but the pace of of pace but the aircraft, mid-1980s already was development electronics crisp color to put sharp, enough fast addi- In Boeings. on the new displays platform stabilized tion, the complex gyrosand mechanical of the Carousel “strapdown” fxed by replaced were IV gyro (RLG) INS, ring-laser Honeywell and control fight and the navigation, on integrated were systems display said The result, databus. a common ETOPS 1984 Damage-tolerant Design

1982

1980

1978

1976 GPWS

1974 Triple/Quad Hydraulics Triple/Quad and Inertial Navigation

1972 y 18-31, 2016

Less than a decade after the 747 747 the after Less a decade than 1970 Deploying neW Avionics on the Boe- innovations One of many inertial naviga- the first was ing 747 commercial a on (INS) system tion with ac- the crew providing airplane, without external data position curate of the Delco development Before radio. used on military INS was IV, Carousel too costly but was and missiles aircraft After the use. airline for and unreliable and the con- of the 747 introduction no new and TriStar, DC-10 temporary than 100 seats jet with more Western without it. ofered was was Boeing 1970, in service entered with a and 767 the 757 developing Mid- cockpit.” “glass revolutionary mono- that believed researchers 1970s for be ready might displays chrome start.) CGI and other advances such such advances other and CGI start.) models of aircraft as higher-fidelity to regulatory the way systems opened training zero-fight-time of approval cockpit Combined with in the 1980s. (CRM) disci- management resource in the has been instrumental this pline, decline of human-factor-related steady rates. accident

1968 Overall Accident Rate Rate Accident Fatal Hull Loss Accident Rate

1966

FDRs/CVRs and Flight Simulators 1964 UAR technology/JAn Ace 1962 How Accident Rates Crashed

ATC Improvements ATC Design Better Fatigue 1960 Source: Boeing

50 40 30 20 10

tion Week & Sp

(per million departures) million (per A Annual Accident Rate Accident Annual Britain’s Rediffusion (which had had (which Rediffusion Britain’s of the the state 1970s, the late Until 0 50 Avi the operations of engines, hydraulics hydraulics engines, of operations the American systems. Pan and electrical pioneer— a technical Airways—always a Boe- commissioning lead, in the was from simulator Stratocruiser ing 377 in 1948. Curtiss-Wright and TV ser- started as a cable radio pitch-only a built moving-base vice) 1958, in BOAC for simulator Comet 6-deg.-of-free- 1970s, early the by and were simulators dom moving-base even owned standard, the industry modest fleets. The with airlines by carried out on of training proportion they rapidly; increased simulators and emergency all major used for were training. systems-failure a TVart in visual systems comprised of a 3-D small-scale landscape image on camera a through viewed model, Computer-generat- gantry. a moving visuals nighttime (CGI) ed imagery decade, in the early introduced were system enter- daytime with the frst with Lufthansa in 1977. ing service Wars” “Star of the new viewers (For efects the CGI where this was movie, their got the norm in such movies now AW_01_18_2016_p46-51.indd 50 next-GenerAtion fliGht operAtions Operations Nexus Industry cultivates the seeds of connectivity, surveillance and visual immersion

John Croft Annapolis, Maryland

ext-generation fight deck and airline operations will be (see page 55). An unnamed carrier has already contracted Honeywell to do Nruled not so much by new technologies but by optimizing just that, and test fights have proven and creatively employing tools available now or in the successful. near future. Connectivity—whether through newly minted satellite broadband or By crowd-sourcing onboard weather radar through software modifcations and combinations of legacy high-frequency, nascent broadband satellite links, airlines will soon be able to create a global grid very-high-frequency, and lower-rate sat- of real-time hazardous conditions, flling in large gaps in the global weather picture ellite links—is the key to an airline hav- for increased safety and routing efciency for the broader aviation community ing constant awareness of the state and

mode with 1-min. intervals that is automatically triggered by “very specifc On Track events” (including unusual attitudes or unusual speeds), and methods for Airline tracking options increase fight data recovery—via a deployable box or streaming data—before a crash John Croft Annapolis, Maryland occurs. The 1-min. reporting interval is meant to limit the search radius uropean mandates for aircraft ropean Commission in mid-December, to 6 nm. Basic tracking likely will be Etracking and crash site identif- generally follow the design and imple- required of airlines by 2018, with new cation are driving an evolution mentation schedule of International aircraft equipped from the factory for in legacy surveillance technologies Civil Aviation Organization (ICAO)- distress mode and data recorder re- and creating new solutions. But both proposed standards for tracking and trieval starting in 2021. approaches will have to pass airlines’ alerting, developed in response to the Europe, through the European Avia- cost-beneft muster. disappearance of Malaysia Airlines tion Safety Agency (EASA), by Decem- Among the innovations are Rockwell Flight 370 (MH370) in March 2014. ber 2018 will require airlines to have Collins’s MultiLink fight-tracking ser- While Europe may have been frst to a tracking system in place for aircraft vice, which fuses legacy surveillance roll out new rules to codify the recom- with more than 19 seats on routes technologies already onboard for more mendations, other countries are likely more than 180 nm from shorelines. By frequent tracking updates, and Thomp- to follow suit once the ICAO proposals January 2019 they will be required to son Aerospace’s Secure Aircraft Track- are fnalized, most likely this year. equip those aircraft with an 8.8-kHz ing Module (SATM), an independent, Included in the multitiered ICAO underwater locator device (ULD) to tamperproof add-on designed to meet global aeronautical distress safety augment the existing 37.5-kHz “ping- upcoming mandates at minimum cost system will be normal mode tracking ers” on the fight data recorder (FDR) and with maximum return. updates every 15 min.; an abnormal and cockpit voice recorder. The more The new rules, approved by the Eu- mode with 1-min. updates; a distress sensitive ULD, an improvement initi-

52 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p52-54.indd 52 1/13/16 3:55 PM next-GenerAtion fliGht operAtions

Check 6 Aviation Week editors discuss the next-generation and now that EASA has published its hardware and new techniques that will save money and boost rule, it’s going to force something to Operations Nexus the safety of fight operations, maintenance and training: happen,” says Thompson Aerospace AviationWeek.com/podcast President and CEO Mark Thompson. “Our view is that if you pick the right Industry cultivates the seeds of connectivity, technology, you’ll get the tracking for surveillance and visual immersion free,” he adds. Thompson is banking on the fact that his company’s SATM technology, for which he expects to receive frst installation approvals in March, is roughly equivalent in cost to a ULD— about $10,000 per unit—but provides many more features and is therefore a better choice. Two unnamed small airline customers are signed up to equip their fleets with SATMs, beginning in March, to provide real- New methods of fying and operating next-generation aircraft include time monitoring of information in in-situ snapshots of severe weather, relayed in real time from one the fight data recorder stream over aircraft’s weather radar to ground stations and other aircraft. the Arinc 717 avionics bus—includ- John Croft Annapolis, Maryland ing engine performance—while also satisfying many, if not all, EASA and ext-generation fight deck and airline operations will be (see page 55). An unnamed carrier has location of its assets, especially in a cri- gaming industry will allow aircraft to ICAO tracking needs. already contracted Honeywell to do sis. That is a smart idea in general but fy rather than sit as maintainers learn Weighing about 1 lb. and drawing Nruled not so much by new technologies but by optimizing just that, and test fights have proven one that will soon be mandated by regu- their trade (see page 56). 2 watts, the SATM is an Iridium radio and creatively employing tools available now or in the successful. lators as lessons learned from the Air In the cockpit, new U.S. and European mounted on the inside within 1 ft. of near future. Connectivity—whether through France Flight 447 and Malaysia Airlines performance-based rules for vision sys- an Iridium antenna located on top of newly minted satellite broadband or Flight 370 disasters evolve from talking tems will beneft those who equip. Head- the aircraft. The unit has an internal By crowd-sourcing onboard weather radar through software modifcations and combinations of legacy high-frequency, points to codifed requirements (see fol- mounted display systems on tap from 9-axis motion sensor, dual global-po- nascent broadband satellite links, airlines will soon be able to create a global grid very-high-frequency, and lower-rate sat- lowing article). Connectivity combined Elbit and Thales will make the option sitioning system inputs and a battery of real-time hazardous conditions, flling in large gaps in the global weather picture ellite links—is the key to an airline hav- with a visual immersion and education available for legacy aircraft that here- pack that provides 14 hr. of operation. for increased safety and routing efciency for the broader aviation community ing constant awareness of the state and technologies culled in part from the tofore could not qualify (see page 56). The system is tamperproof, in that as long as the antenna remains connected, data will continue to fow even kent wien Rockwell c ollins mode with 1-min. intervals that is au- ated after the Air France Flight 447 tomatically triggered by “very specifc crash in 2009, increases the underwa- On Track events” (including unusual attitudes ter range from which the pinger can be or unusual speeds), and methods for detected from approximately 0.8 nm Airline tracking options increase fight data recovery—via a deployable for the 37.5-kHz pinger to 6 nm for the box or streaming data—before a crash 8.8-kHz ULD. John Croft Annapolis, Maryland occurs. The 1-min. reporting interval EASA, however, will waive the ULD is meant to limit the search radius uropean mandates for aircraft ropean Commission in mid-December, to 6 nm. Basic tracking likely will be AeroMexico, the launch customer for tracking and crash site identif- generally follow the design and imple- required of airlines by 2018, with new Rockwell Collins’s Arinc MultiLink E service, receives position reports from cation are driving an evolution mentation schedule of International aircraft equipped from the factory for in legacy surveillance technologies Civil Aviation Organization (ICAO)- distress mode and data recorder re- its aircraft from a variety of sources and creating new solutions. But both proposed standards for tracking and trieval starting in 2021. and media, including HF-based approaches will have to pass airlines’ alerting, developed in response to the Europe, through the European Avia- position over the HF data link. cost-beneft muster. disappearance of Malaysia Airlines tion Safety Agency (EASA), by Decem- Among the innovations are Rockwell Flight 370 (MH370) in March 2014. ber 2018 will require airlines to have requirement if the aircraft is equipped Collins’s MultiLink fight-tracking ser- While Europe may have been frst to a tracking system in place for aircraft with a “robust and automatic” dis- vice, which fuses legacy surveillance roll out new rules to codify the recom- with more than 19 seats on routes tress mode that can pinpoint the end technologies already onboard for more mendations, other countries are likely more than 180 nm from shorelines. By point of a crashed fight to within 6 frequent tracking updates, and Thomp- to follow suit once the ICAO proposals January 2019 they will be required to nm, a number achievable only with son Aerospace’s Secure Aircraft Track- are fnalized, most likely this year. equip those aircraft with an 8.8-kHz position updates every 1 min. or more ing Module (SATM), an independent, Included in the multitiered ICAO underwater locator device (ULD) to frequently. disappearance, carriers are now ana- if the aircraft loses power or circuit tamperproof add-on designed to meet global aeronautical distress safety augment the existing 37.5-kHz “ping- While airlines had largely commit- lyzing how to deliver everyday value breakers are pulled. upcoming mandates at minimum cost system will be normal mode tracking ers” on the fight data recorder (FDR) ted voluntarily to implementing a from the upgrades. “A lot of people Along with 15 min. position updates and with maximum return. updates every 15 min.; an abnormal and cockpit voice recorder. The more 15-min. position update rate through are signed up for normal mode re- over Iridium, airlines can program The new rules, approved by the Eu- mode with 1-min. updates; a distress sensitive ULD, an improvement initi- existing equipage after the MH370 porting through various channels, SATM to send more frequent data

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for abnormal and distress modes to the same secure node in the Amazon Secure Aircraft Tracking Module (SATM) Web Services cloud when certain thresholds are tripped, including path anomalies, or when engine or other operational issues occur. “The airline can go in and say, ‘Give me all the [exhaust gas temperature] data for the engines,’ and we start sending that data about 2-3 sec. delayed,” GPS says Thompson. “Any data that goes Iridium through the FDR we can send to the airline, but we can’t send it all at once—we don’t have enough bandwidth over Iridium.” In addition to the installation costs, SATM Status airlines pay a monthly fee of $100-150 Satellite-based position Attitude Other Aircraft Data for the basic ICAO 15-min. tracking Iridium Discrete Inputs Thompson Aerospace plans to begin Battery Backup delivering the SATM in March to two small airlines equipping their widebody aircraft. The company says money-saving operational data Iridium Server Thompson Gateway coming through the same links can make tracking essentially free.

outputs per aircraft, with fees in- Air Traffc Airline Rescue Flight Service Operations Coordination Aware creasing as trending or other data Providers Centers Centers are sent. Rather than adding new technologies, Rockwell Collins Information Source: Thompson Aerospace Management Services (IMS) is focusing on diversifi cation of position Rockwell Collins in its MultiLink sales occur. ACARS over satellite or HFDL information via legacy links to meet materials. The company converts all links can also be used for position re- the upcoming EASA and ICAO nor- tracking “feeds” to the same format ports, and in some cases the avionics mal and abnormal mode tracking and provides the information to airline can also be set up to automatically mandates. customers either through a streaming report at higher rates when certain “We’re trying to use information the data feed or as an integrated aircraft thresholds are crossed. airlines are already receiving,” says situational display with its WebASD or To help airlines monitor their Yuri Maslov, principal program man- Hermes SkyView platforms. Approxi- flights, MultiLink has a built-in ager at Rockwell Collins IMS. “Any ad- mately 30 airlines are customers for “mute” alert that notifi es the opera- ditional data they have to generate will the two platforms. tions center when an aircraft has not bring additional costs.” For normal reporting (15 min. or sent or received communications for The company’s new MultiLink ser- more frequent intervals) in oceanic a certain time period, and Rockwell vice, now in use by launch customer areas, the lowest-cost option for air- Collins IMS engineers are also de- AeroMexico, combines surveillance lines is typically the HFDL “diagnos- veloping a course deviation alert. In information already carried over tics” mode, a feature Rockwell Col- both cases, the likely reaction will legacy Arinc networks—Automatic lins previously used to monitor the be to increase the position reporting Dependent Surveillance-Contract health of the HFDL network, but is rate of ADS-C or ACARS messages, (ADS-C) and ACARS position re- now added at no cost into the data either automatically or through up- ports—with air navigation service pro- feeds to airlines to provide position linked commands from the airline or vider radar feeds, Automatic Depen- reports as frequently as every 5 min. Rockwell Collins IMS. dent Surveillance-Broadcast (ADS-B) For oceanic flights, radar tracking Maslov says if ACARS is not from third-party providers and Rock- and ADS-B feeds are typically not equipped with the logic to automati- well Collins’s proprietary high-fre- available. cally increase rates in certain failure quency data link-based (HFDL) posi- Although more expensive, airlines conditions, the equivalent can be tion reports to give airlines multiple will also obtain period position re- done from the ground. For a portion options for position reporting. ports through ADS-C over Inmarsat or of its fl eet, Emirates, which uses the “If tracking is dependent on a single Iridium satellite links, which can also SkyView aircraft situational display, data source or a single piece of equip- be set up to automatically send higher- will send an uplink request for posi- ment, the likelihood that tracking frequency position reports when un- tion data every 60 sec. in distress could be disrupted is quite high,” says expected altitude or waypoint changes situations. c

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AW_01_18_2016_p52-54.indd 54 1/13/16 3:55 PM NEXT-GENERATION FLIGHT OPERATIONS for abnormal and distress modes to to 60,000 ft. and outward for 300 nm. Esposito says critical the same secure node in the Amazon Secure Aircraft Tracking Module (SATM) Helping Hands elements of the software design change involve compressing Web Services cloud when certain and securely ofoading that data from the unit, which he says thresholds are tripped, including Crowdsourced information could was “never designed to share that volume of data.” path anomalies, or when engine or Esposito says the frst version of the software, which will other operational issues occur. “The soon fll voids in the weather grid be released in 6-9 months, provides for exporting the weather airline can go in and say, ‘Give me all radar data, but adds that the company is already working on the [exhaust gas temperature] data John Croft Las Vegas a second version with additional capabilities. for the engines,’ and we start send- Competitor Rockwell Collins is also researching crowd- ing that data about 2-3 sec. delayed,” sourcing for its MultiScan weather radar systems, largely to GPS says Thompson. “Any data that goes Iridium ofer the same benefts—generating a uniform, comprehensive through the FDR we can send to the global weather picture, particularly in remote areas where airline, but we can’t send it all at none exists, and getting that information simultaneously to once—we don’t have enough band- pilots and dispatchers via nascent broadband links. width over Iridium.” Uplinked weather radar information from various In addition to the installation costs, SATM Status airlines pay a monthly fee of $100-150 Satellite-based position aircraft in a feet will be merged, possibly in a separate Attitude Other Aircraft Data for the basic ICAO 15-min. tracking Iridium Discrete Inputs layer, with Honeywell’s subscription-based Weather Battery Backup Information Service, operated from the company’s Thompson Aerospace plans to begin Global Data Center. delivering the SATM in March to two small airlines equipping their “Our air transport customers want that additional infor- widebody aircraft. The company says mation,” says Kevin Kronfeld, principal systems engineer in money-saving operational data Iridium Server Thompson Gateway Rockwell Collins’s Advanced Technology Center. “We know coming through the same links can there’s a big gap from a global weather perspective for high- make tracking essentially free. quality weather information.” The company supplies operators with weather updates through its ArincDirect service. outputs per aircraft, with fees in- Air Traffc Airline Rescue Flight Honeywell Rockwell Collins is a long-time participant in nonradar, Service Operations Coordination Aware creasing as trending or other data Providers Centers Centers efore the end of 2016, Honeywell Aerospace plans to crowdsourced “Metcars” and “Amdar” weather data through are sent. Brelease a new software version for its IntuVue RDR- its Information Management Services arm, formerly Arinc. Rather than adding new technolo- 4000 weather radar that will allow an unnamed airline Approximately 2,000 aircraft capture the in-situ data for the gies, Rockwell Collins Information Source: Thompson Aerospace customer to begin downlinking snapshots of weather activ- programs through onboard sensors, sending 300,000 wind, Management Services (IMS) is fo- ity and threats directly from onboard radar to the ground temperature, dew point and in some cases turbulence mea- cusing on diversifi cation of position Rockwell Collins in its MultiLink sales occur. ACARS over satellite or HFDL through broadband links. surements per day through ACARS to airline operations cen- information via legacy links to meet materials. The company converts all links can also be used for position re- The action is part of a broader plan by avionics manufactur- ters and the U.S. National Weather Service. While the raw the upcoming EASA and ICAO nor- tracking “feeds” to the same format ports, and in some cases the avionics ers to gather “crowdsourced” weather in order to form a more data is private, the forecast products are public. “Weather ra- mal and abnormal mode tracking and provides the information to airline can also be set up to automatically comprehensive global signature of weather threats. dar is an extension of that type of system,” says Matt Carrico, mandates. customers either through a streaming report at higher rates when certain “We’ll get the data on the ground and mash it together— senior engineering manager and fellow at Rockwell Collins. “We’re trying to use information the data feed or as an integrated aircraft thresholds are crossed. analogous to what Google does for highway trafc—and then Research areas include compressing the weather radar airlines are already receiving,” says situational display with its WebASD or To help airlines monitor their we’ll be able to stitch together vast [swaths] of airspace with data for transmission, as well as the broader topics of how Yuri Maslov, principal program man- Hermes SkyView platforms. Approxi- flights, MultiLink has a built-in real-time aviation weather that, heretofore, never existed,” says best to simultaneously present all the information to pilots ager at Rockwell Collins IMS. “Any ad- mately 30 airlines are customers for “mute” alert that notifi es the opera- Carl Esposito, vice president of strategy, marketing and prod- and dispatchers without overwhelming them. Rockwell Col- ditional data they have to generate will the two platforms. tions center when an aircraft has not uct management for Honeywell. Esposito has two U.S. patent lins is focusing on a “fused” approach, guided by industry bring additional costs.” For normal reporting (15 min. or sent or received communications for applications on fle detailing a system that distributes weather protocols, that provides an integrated view of weather and The company’s new MultiLink ser- more frequent intervals) in oceanic a certain time period, and Rockwell radar data—including convective cells, precipitation, hail and threats based on availability of data, mission phase and plan- vice, now in use by launch customer areas, the lowest-cost option for air- Collins IMS engineers are also de- turbulence regions—between aircraft and ground stations. ning horizon. Kronfeld says the resulting images should have AeroMexico, combines surveillance lines is typically the HFDL “diagnos- veloping a course deviation alert. In “It lets the aircraft share what it’s seeing with lots of other “high glance value” so that pilots “don’t have to tab through information already carried over tics” mode, a feature Rockwell Col- both cases, the likely reaction will people—maybe an aircraft 1,000 mi. behind it, maybe a gen- diferent weather products” to see what is most important. legacy Arinc networks—Automatic lins previously used to monitor the be to increase the position reporting eral aviation aircraft that doesn’t have any weather radar,” Data-linked weather radar will be a key input for remote Dependent Surveillance-Contract health of the HFDL network, but is rate of ADS-C or ACARS messages, says Esposito. “Maybe it goes into wind models, into [National and oceanic areas with no ground-based radar coverage. Re- (ADS-C) and ACARS position re- now added at no cost into the data either automatically or through up- Oceanic and Atmospheric Administration] or other weather- searchers are initially flling the gaps using lightning data from ports—with air navigation service pro- feeds to airlines to provide position linked commands from the airline or forecasting applications.” Crowdsourcing holism would occur Vaisala’s global lightning data network, correlating the activ- vider radar feeds, Automatic Depen- reports as frequently as every 5 min. Rockwell Collins IMS. when feets of aircraft covering the globe can downlink the ity with convective weather. The results would be displayed dent Surveillance-Broadcast (ADS-B) For oceanic flights, radar tracking Maslov says if ACARS is not weather radar snapshots, most likely on command from a on a tablet or the installed avionics as a “simulated radar” from third-party providers and Rock- and ADS-B feeds are typically not equipped with the logic to automati- ground station. output similar to Nexrad, updating every 5-10 min. Beyond well Collins’s proprietary high-fre- available. cally increase rates in certain failure Honeywell recently tested a software modifcation to an lightning, future inputs are likely to include satellite observa- quency data link-based (HFDL) posi- Although more expensive, airlines conditions, the equivalent can be RDR-4000 on its Boeing 757 testbed, sending weather radar tions, ground radar and airborne radar data compressed and tion reports to give airlines multiple will also obtain period position re- done from the ground. For a portion information to its Global Data Center (GDC), where the data downlinked via broadband links. options for position reporting. ports through ADS-C over Inmarsat or of its fl eet, Emirates, which uses the was aggregated with other weather and threat information Once fused on the ground, Rockwell Collins would send “If tracking is dependent on a single Iridium satellite links, which can also SkyView aircraft situational display, and sent back via broadband data link to the cockpit using the the “best estimate” of the weather situation back up to sub- data source or a single piece of equip- be set up to automatically send higher- will send an uplink request for posi- company’s new subscription-based Weather Information Ser- scribers using “fairly low-bandwidth” transmissions, says ment, the likelihood that tracking frequency position reports when un- tion data every 60 sec. in distress vice. The RDR-4000 stores in its computer memory weather Kronfeld. “The lack of connectivity has been a show-stopper could be disrupted is quite high,” says expected altitude or waypoint changes situations. c information in a 120-deg. wedge of airspace from the surface in the past,” he says. c

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eye. Thales also has an alternate ar- Bionic Eyes rangement (see photo) that places the HMD hardware, which weighs 0.8 lb. Head-up displays evolve into head-worn devices (360 grams), on a lighter headset. The display uses waveguide technol- John Croft Las Vegas ogy to show images created by a pro- jector located in the electronics com- n 2017, avionics maker Elbit Sys- factors involved in having symbology partment above the eye. The system Items plans to certify a near-to-eye in view no matter where the pilot is has built-in accelerometers and gyros display that will put all the informa- looking —the evolution will allow new that combine with a head-tracking sys- tion air transport and business avia- capabilities not possible with the fxed tem to conform the displayed information pilots need for critical operations HUD. These include trafc alerts that tion to the aircraft’s motion and ori- right in front of their eyes, or rather, show the pilot where in the sky to look, entation. Rather than using cameras one eye. Competitor Thales plans to do the ability to select a waypoint just by in the cockpit to actively track head the same in 2019. looking at it, and the ability to see in- motion, Thales reverses the process, Enabled by advances in displays, formation no matter where the pilot is placing a camera at the top of the electronics miniaturization and com- looking. A traditional pact guidance, and new rules that HUD, typically priced will allow for lower-visibility takeofs at about $500,000 in- and landings when equipped with ap- stalled for a top-end proved vision systems, the industry is system, provides a cautiously but unquestionably moving conformal image of toward the era of head-mounted dis- about 30 deg. in the plays (HMD). vertical and 40 deg. Long a staple of military pilots, par- in the horizontal. ticularly attack helicopters, HMDs du- Thales is aiming to plicate information traditionally pre- sell its TopMax HMD sented on a head-up display (HUD), for “half the price” of but allow the pilots to see a data read- a conventional HUD, out without having to keep their heads says Richard Perrot, locked into a certain position looking marketing director forward to stay within the “eye box.” for Thales Avion- The HMD also requires little to no ics. Aviation Week equipment on the fight deck, remov- sampled TopMax in ing the space constraints that, to date, a ground simulation have largely limited HUDs to larger mode in November, business jets and airliners. using a modifed Bose While sure to present certifcation noise-canceling head- challenges—not the least of which reset with the HMD at- lates to accuracy guarantees for low- tached in front of and visibility operations and the human above the pilot’s right

when maintenance technicians will re- Games for Gain port to a “holodeck” room for training with an instructor located anywhere Virtual scenarios for maintenance, repair and in the world and a virtual aircraft in a computer-generated hangar with overhaul training keep aircraft fying simulated tools and test equipment. Aviation Week tried out an early John Croft Orlando, Florida prototype of the holodeck and 3-D goggles at a simulation conference nyone attending an aerospace Inside some of those goggles, how- in Orlando in early December. The Aconference of late is sure to ever, there can be real work going on, task—debugging an avionics prob- have seen humans wearing particularly in the areas of efficient lem using diagnostics in the Pro Line 3-D goggles and acting strangely. The training. Rockwell Collins is rapidly Fusion cockpit displays and virtually virtual reality devices—which fully im- advancing the technology to remove changing out a faulty electronics box merse the wearer, at least visually, in a distance and asset availability from the from a Beechcraft King Air—is part computer-generated world—leading to cost of doing business in maintenance, of a broader virtual reality training exaggerated head-panning and tilting repair and overhaul (MRO) training or movement that could help operators motions that come across to the exter- familiarization programs. The compa- keep their aircraft fying, rather than nal observer as unnatural and silly. ny envisions a time 4-5 years from now just being used for a training session,

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AW_01_18_2016_p56-58.indd 56 1/14/16 12:38 PM NEXT-GENERATION FLIGHT OPERATIONS eye. Thales also has an alternate ar- HMD and tracking a series of 22 pas- Once in place, the display itself is lots in an ATR-72 for launch customer Bionic Eyes rangement (see photo) that places the sive targets (stickers) placed on the captivating, with attitude, synthetic ATR. Dror Yahav, vice president of HMD hardware, which weighs 0.8 lb. cockpit ceiling. The HMD is hardwired vision (SV), terrain and trafc sym- commercial systems for Elbit Sys- Head-up displays evolve into head-worn devices (360 grams), on a lighter headset. to an electronics box with the graph- bology shown in multiple colors, and tems, says there were “no major fnd- The display uses waveguide technol- ics processor; the box is mounted on special features enabled by tilting ings” in the testing, but it did result in John Croft Las Vegas ogy to show images created by a pro- the fight deck and connects into the your head in certain directions— some recommendations for the next jector located in the electronics com- avionics bus. down and to the left for a scratchpad, phase of development, which will en- n 2017, avionics maker Elbit Sys- factors involved in having symbology partment above the eye. The system The HMD is not instantly comfort- upward for the Autoflight system compass operations, applications, sym- Items plans to certify a near-to-eye in view no matter where the pilot is has built-in accelerometers and gyros able (compared to 3-D goggles such confguration. Perrot says the frst re- bology and, ultimately, certifcation. display that will put all the informa- looking —the evolution will allow new that combine with a head-tracking sys- as the Oculus Rift) and the display lease of the system will include SV as Pilots wear Skylens as they would tion air transport and business avia- capabilities not possible with the fxed tem to conform the displayed informa- may not come fully into view initially, well as enhanced-vision system input, ski goggles. Yahav says proof-of-con- tion pilots need for critical operations HUD. These include trafc alerts that tion to the aircraft’s motion and ori- but both issues are solved with some allowing for low-visibility takeofs and cept pilots described the devices as right in front of their eyes, or rather, show the pilot where in the sky to look, entation. Rather than using cameras adjustments and time. Perrot says pi- landings with 150-ft. minimums (spe- “very comfortable” after a couple of one eye. Competitor Thales plans to do the ability to select a waypoint just by in the cockpit to actively track head lots on the test flights have worn the cial authorization Category 1). Later hours of fying. The electronics unit, the same in 2019. looking at it, and the ability to see in- motion, Thales reverses the process, HMD for three or more hours with versions will allow landings with 100- located above the eyes, includes an im- Enabled by advances in displays, formation no matter where the pilot is placing a camera at the top of the no discomfort. ft. minimums (Cat. 2). age generator that produces light that electronics miniaturization and com- looking. A traditional Thales sees refects of of the visor to show a mono- pact guidance, and new rules that HUD, typically priced potential for the chrome image to one eye. The goggles, will allow for lower-visibility takeofs at about $500,000 in- HMD in the air- which weigh about 1 lb., are hardwired and landings when equipped with ap- stalled for a top-end line market, but is to an electronics box that connects to proved vision systems, the industry is system, provides a starting with busi- the aircraft’s avionics. Head tracking is cautiously but unquestionably moving conformal image of ness aviation. done with an active line-of-sight detec- toward the era of head-mounted dis- about 30 deg. in the Elbit is choos- tor placed under the glare shield. plays (HMD). vertical and 40 deg. ing to start in the ATR plans to push the state-of-the- Long a staple of military pilots, par- in the horizontal. commmercial air art for HMDs, certifying the system ticularly attack helicopters, HMDs du- Thales is aiming to transport sector. as a primary fight display, complete plicate information traditionally pre- sell its TopMax HMD The company has with SV and enhanced vision, with sented on a head-up display (HUD), for “half the price” of finished aircraft the capability to complete the equiva- but allow the pilots to see a data read- a conventional HUD, and simulator lent of Cat. 3 instrument approaches out without having to keep their heads says Richard Perrot, proof-of-concept with a 50-ft. decision height and locked into a certain position looking marketing director testing of its Sky- 1,000-ft. visibility. Future enhance- forward to stay within the “eye box.” for Thales Avion- lens HMD with ments will include displays for trafc, The HMD also requires little to no ics. Aviation Week more than 200 pi- terrain, clouds and threats, including equipment on the fight deck, remov- sampled TopMax in volcanic ash. ing the space constraints that, to date, a ground simulation Head-worn displays being Yahav says “several air- have largely limited HUDs to larger mode in November, developed by Elbit (left) and framers” are interested in business jets and airliners. using a modifed Bose Thales will allow for advanced the technology, including While sure to present certifcation noise-canceling head- head-up display capabilities Dassault for its business challenges—not the least of which reset with the HMD at- without any bulky fight deck jets. He says other air- lates to accuracy guarantees for low- tached in front of and infrastructure. line customers will come visibility operations and the human above the pilot’s right through ATR. c John Croft/AW&St when maintenance technicians will re- allowing instructors to stay in one for Rockwell Collins. “We’re saving physically fy to an increasing number Games for Gain port to a “holodeck” room for training place while overseeing students any- millions of dollars on that process, and of customer locations around the globe with an instructor located anywhere where in the world. now we’re extending it into scenarios to conduct the training. With the holo- Virtual scenarios for maintenance, repair and in the world and a virtual aircraft in Rockwell Collins is partnered with for distance learning.” deck, Kennell says instructors can stay a computer-generated hangar with Santa Barbara, California-based vir- in one place and interact with a overhaul training keep aircraft fying simulated tools and test equipment. tual reality software company World- “It’s very expensive . . . dozen or more students in a day. Aviation Week tried out an early Viz for the virtual maintenance trainer “Training today is done by John Croft Orlando, Florida prototype of the holodeck and 3-D project. WorldViz provides the virtual no one likes taking an moving a student and an instruc- goggles at a simulation conference reality “toolset” that Rockwell Collins tor and taking an asset offline nyone attending an aerospace Inside some of those goggles, how- in Orlando in early December. The has been using in its advanced manu- aircraft out of service for and creating a scenario where Aconference of late is sure to ever, there can be real work going on, task—debugging an avionics prob- facturing facilities for eight years. they’re all together along with have seen humans wearing particularly in the areas of efficient lem using diagnostics in the Pro Line “When we build a box, we take all the maintenance training” the test equipment,” says Ken- 3-D goggles and acting strangely. The training. Rockwell Collins is rapidly Fusion cockpit displays and virtually [computer-aided design] drawings nell. “It’s very expensive and the virtual reality devices—which fully im- advancing the technology to remove changing out a faulty electronics box and build a prototype in the virtual logistics are very complex, and merse the wearer, at least visually, in a distance and asset availability from the from a Beechcraft King Air—is part world, then bring in maintenance and Along with eliminating the revenue no one likes taking an aircraft out of computer-generated world—leading to cost of doing business in maintenance, of a broader virtual reality training factory operators so they can check it loss of parking an aircraft for a train- service for maintenance training.” Fur- exaggerated head-panning and tilting repair and overhaul (MRO) training or movement that could help operators for ft and clearance as well as how to ing session, the virtual trainer is also ther complicating the logistics is the motions that come across to the exter- familiarization programs. The compa- keep their aircraft fying, rather than build it,” says Steve Kennell, director meant to address a shortage of avion- test equipment, which, Kennell says, nal observer as unnatural and silly. ny envisions a time 4-5 years from now just being used for a training session, of publications and training solutions ics instructors—today they have to “gets bounced around” on the journey

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AW_01_18_2016_p56-58.indd 56 1/14/16 12:38 PM AW_01_18_2016_p56-58.indd 57 1/14/16 12:38 PM NEXT-GENERATION FLIGHT OPERATIONS

and “half the time doesn’t work” once my head through the sidewall and see physically there, “it will destroy the it arrives. “In the virtual world, once the outside of the cabin. With the in- illusion,” says Ida Derra, a WorldViz [the test equipment] is working, it will structor guiding me orally through sales representative. always work,” he adds. headphones, I used the wand to power Kennell says the next step is to in- The prototype holodeck in Orlando up the displays and fnd a problem with crease the number of scenarios, im- used an Oculus Rift DK2 3-D headset an avionics box mounted in an exter- prove the “human interface” and in- and WorldViz wand input device, both nal compartment in the nose. Next, the tegrate a total learning management equipped with infrared LEDs that are scenario jumped me to the outside of system. The management system tracked by four cameras placed at the aircraft, where I used the wand to would track the student’s training, the upper corners of the holodeck, a open an access door and remove an noting when new or recurring train- square area roughly 12 X 12 ft. wide avionics box, placing it on a tray. ing is needed, and crediting for cours-

Rockwell collins

and 8 ft. high. The DK2 was surpris- A participant in Rockwell Collins’s virtual maintenance trainer demo uses ingly comfortable, even fitting over 3-D goggles and a customized wand to remove avionics boxes from the nose my prescription glasses, and motion compartment of a virtual Beechcraft King Air. was evenly synchronized between the visual scene and my perceived head While the wand does not allow the es completed. “I’ve got a badge and I motion, except during accelerated mo- student to use fingers, as would be get a notice that I need concurrency tion such as when nodding my head to the case in an actual procedure, the training on a topic,” says Kennell. “I acknowledge commands. “point and click” process becomes go up to a room confgured with this In the scenario, I was placed in the natural after a few tries. Although the system. I plug my badge in, it confg- pilot’s seat of the King Air parked technology may later include some ures the environment for the training in a hangar, noting that I could turn type of gloves with dexterous fngers, I need to do and keeps track of my around and see the seats in the back, the concern is that if the student progress in the learning management the wings on the side, and could move grabs for a knob or button that is not system.” c

58 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst

AW_01_18_2016_p56-58.indd 58 1/14/16 12:38 PM NEXT-GENERATION FLIGHT OPERATIONS COMMERCIAL AVIATION and “half the time doesn’t work” once my head through the sidewall and see physically there, “it will destroy the gradual transition toward more A320s rather than the smaller it arrives. “In the virtual world, once the outside of the cabin. With the in- illusion,” says Ida Derra, a WorldViz Ahead of version, a 10-15% rise in capacity is expected. “Stimulation of [the test equipment] is working, it will structor guiding me orally through sales representative. the market is still very strong,” says Antelo. always work,” he adds. headphones, I used the wand to power Kennell says the next step is to in- Peru’s domestic market is burgeoning, but the geographi- The prototype holodeck in Orlando up the displays and fnd a problem with crease the number of scenarios, im- the Curve cal location of Lima, the capital, and its main airport, Jorge used an Oculus Rift DK2 3-D headset an avionics box mounted in an exter- prove the “human interface” and in- Chavez International, makes it an attractive hub for much and WorldViz wand input device, both nal compartment in the nose. Next, the tegrate a total learning management Per capita, air travel in Peru is as low of Latin America. LAN in particular has been growing a net- equipped with infrared LEDs that are scenario jumped me to the outside of system. The management system work into the Caribbean and North America that links with tracked by four cameras placed at the aircraft, where I used the wand to would track the student’s training, as China’s, but growth is hindered domestic and international fl ights in the region. Avianca, too, the upper corners of the holodeck, a open an access door and remove an noting when new or recurring train- Jens Flottau Frankfurt has recently been expanding to Caribbean destinations, no- square area roughly 12 X 12 ft. wide avionics box, placing it on a tray. ing is needed, and crediting for cours- tably to one of Mexico’s popular resort areas, Cancun. LAN ollowing a nearly unprecedented period of growth, will soon open a new route to Washington that complements F Peru’s economic development seems to be settling its existing destinations of Los Angeles, New York, Orlando down. But the country’s airline industry is still ex- and Miami. But Antelo is concerned that “Bogota will win panding rapidly, in part because there are few other com- the hub competition if we don’t accelerate [our] growth.” fortable transport options available . Although this could Which leads to the key predicament for Peruvian airlines— be an enviable position for airlines, the limits of airport infrastructure constraints. “Lima is a collapsed airport,” says infrastructure are a huge impediment. Antelo. The statement is somewhat surprising given that the In spite of many years of double-digit traffic growth, airport has been judged to be a pleasant experience follow- Peru’s airline industry shows no signs of slowing. “We still ing its privatization to a consortium led by Frankfurt airport have a long way to go,” says Felix Antelo, CEO of LAN Peru, operator Fraport. But the facility has become the victim of the country’s largest carrier. While development has been its own success. The terminal was constructed to handle 12 impressive, per capita penetration of air travel is still low. million passengers per year , but processed 17 million in 2015, Peruvians take an average of 0.35 trips per year, which is because the growth in air travel has exceeded all expectations. about equivalent to air travel use in China. Neighboring Chile Fraport’s head of the international division, Alexander is at 0.9 trips, Europe clocks in at 1.21 and North America, Zinell, says the company is meeting all of its commitments the most developed market, is at 1.63, according to data from made as part of the concession agreement with the Peru- the most recent Airbus global market forecast. vian government and has for years been trying to expand Peru’s domestic market has expanded to approximately 10 the current terminal. However, the country’s air force and million passengers in 2015, based on a 10% growth rate. That police, among other entities, have been unwilling to free up compares to the almost 100 million cross-country bus trips space adjacent to the passenger terminal, which would have taken by Peruvians annually. Airlines are aware that this is allowed it to expand the facility quicker. an important group to target . “We have to take passengers As part of the master plan, a second terminal is envisioned from the bus onto the plane,” Antelo says. on the other side of what is now the airport’s single runway. Five airlines operate on Peru’s domestic routes. LAN Peru The capacity of that building will depend on decisions related controls about 60% of the market, followed by Peruvian Air- to how to best utilize the original terminal; options range lines and Avianca at around 13% each. Star Peru has a 7% from operating it as a separate entity to closing it entirely. share and LC Peru, with a 3% share, is the smallest player. Of The other issue the airport and its airlines are facing in- the fi ve, Peruvian has been the fastest growing. The airline volves runway capacity. Lima can process 38-40 movements began operations in 2009 with a small fl eet of Boeing 737- per hour at peak times, which compares with up to 55 per 200s; it has since added Boeing 737-300s as well as one -400 hour at other hub airports in Latin America, a distinct stra- and one -500 for what is, so far, a purely domestic network. tegic disadvantage. Although a second runway is planned, it But the privately owned carrier plans to soon expand to in- is unlikely to be opened before 2020 due to outside delays; a ternational destinations in the region. major road connecting the city with the harbor is being held “The [domestic] market should [reach] 11 million passengers up because a key component of this plan involves a tunnel, in 2016,” says Antelo. “Fares will fall due to competition, but we which is under construction. Once that is completed, runway should be able to recover this through a higher load factor.” LAN work can begin. “We need to make it happen earlier,” Antelo Peru plans to fl y a fl eet of 10 Airbus A320s and eight A319s on emphasizes. c Rockwell collins the domestic network by year-end , a boost of 1-2 more to its LAN Peru is by far the largest operator at current fl eet. With an anticipated increase in utilization and the A participant in Rockwell Collins’s virtual maintenance trainer demo uses Lima’s Jorge Chavez International Airport. and 8 ft. high. The DK2 was surpris- Its fl eet includes A320s, A319s and 767s. ingly comfortable, even fitting over 3-D goggles and a customized wand to remove avionics boxes from the nose my prescription glasses, and motion compartment of a virtual Beechcraft King Air. was evenly synchronized between the visual scene and my perceived head While the wand does not allow the es completed. “I’ve got a badge and I motion, except during accelerated mo- student to use fingers, as would be get a notice that I need concurrency tion such as when nodding my head to the case in an actual procedure, the training on a topic,” says Kennell. “I acknowledge commands. “point and click” process becomes go up to a room confgured with this In the scenario, I was placed in the natural after a few tries. Although the system. I plug my badge in, it confg- pilot’s seat of the King Air parked technology may later include some ures the environment for the training in a hangar, noting that I could turn type of gloves with dexterous fngers, I need to do and keeps track of my LIMA AIRPORT LIMA around and see the seats in the back, the concern is that if the student progress in the learning management the wings on the side, and could move grabs for a knob or button that is not system.” c

58 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 59

AW_01_18_2016_p56-58.indd 58 1/14/16 12:38 PM AW_01_18_2016_p59.indd 59 1/13/16 10:13 AM Technology Humans at the Core Eforts to restore U.S. military superiority will build on AI and manned/unmanned teaming Graham Warwick Washington

he Pentagon’s “Third Offset” tion to all-out nuclear war became too NAtioNAl ARchives Tstrategy to restore the U.S.’s great, Work said. conventional technological su- The U.S. response was the second third is doing both while under intense periority over Russia and China will ofset strategy to develop conventional cyber- and electronic-warfare attack.” be built on using artifcial intelligence weapons with “near-zero miss.” The Work said Russia’s long-range con- (AI) and autonomy to assist human Darpa-led Assault Breaker demonstra- ventional strikes in Syria provide a operations, says Deputy Secretary of tion in 1977 led Soviet military leaders “rough sense” of the A2/AD problem. Defense Bob Work. to conclude that precision-guided mu- “They’re firing missiles from surface Commercial advances in AI and au- nitions would be as efective as tactical ships, from submarines, strategic tonomy are core to the central theme nuclear weapons. “And, unquestion- bombers, and medium-range bomb- of the strategy—using human-machine ably, I would say that it helped lead to ers.” The Chinese military’s massive collaboration in decision-making and the end of the Cold War,” Work said. teaming of manned and unmanned sys- The breakup of the Soviet Union tems in combat to overcome the prolif- gave the U.S. an advantage in guided eration of precision munitions and ad- weapons for 25 years, but now Russia vances in electronic warfare (EW) and and China are approaching precision- cyberattack that have eroded the U.S.’s munition parity with the U.S., and military edge over potential adversaries. other second ofset technologies such The Third Ofset will kick of with as unmanned aircraft are proliferating. $12-15 billion in funding in the Pen- At the same time, Work said, the U.S. tagon’s fiscal 2017 budget request focus on fghting Islamic extremists has for “wargaming, experimentation slowed its response to high-end threats. and demonstrations,” Work said in a The result is the anti-access/area- speech at the Center for New Ameri- denial challenge (A2/AD) facing U.S. can Security in December. He noted forces. “Our conventional deterrence that beginning in 2017 the focus will posture . . . is based on the assump- be “on doing the intellectual underpin- tion that we can project overwhelm- ning and as much of the demonstration ing power across transoceanic dis- work as we possibly can, so Congress tances and exert our will on any will help us keep this going and we can opponent,” Work said. “So the first problem is breaking into a theater where the op- DARPA “counterintervention” exercises are Deployment of another sign. swarms of recover- Eastern Ukraine, meanwhile, is “an able UAVs to over- emerging laboratory for future 21st- whelm defenses is century warfare,” with Russian units one A2/AD strategy. using advanced sensors and small unmanned aircraft backed up by highly capable intelligence-collection plat- ponents enjoy guided- forms. Within minutes of coming up munitions parity and on the radio net, Ukrainian forces are can throw long-range being targeted with cluster munitions, DARPA missile strikes as dense thermobaric warheads and top-attack maintain a lasting advantage.” and as accurate as our own and [for] as submunitions, he said. Russia is jam- The frst ofset strategy in the 1950s long as we can. That’s the anti-access ming GPS, knocking out Ukrainian sought to blunt the Soviet numerical or ‘A2’ part of the A2/AD threat. UAVs and the proximity fuses on ar- and geographical advantage in Europe “Then, once you’re in the theater, the tillery shells, disabling them. by developing the capability to deploy second problem is fghting against an “The operations in Ukraine high- battlefeld nuclear weapons. That ap- adversary with conventional capabili- lighted the new speed of war, driven proach was successful up to the 1970s, ties that are as advanced as our own. by automated battle networks, boosted when the Soviets achieved strategic That is the ‘AD’ or area-denial part of by advances in computing power,” said nuclear parity and the risk of escala- the A2/AD problem,” he noted. “And the Work. “We are moving at cyberspeed,

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AW_01_18_2016_p60-61.indd 60 1/14/16 2:13 PM Technology

The submunition-dispensing Army citing the National Geospatial-Intel- Navy plans for P-8 patrol aircraft to Humans at the Core Tactical Missile System emerged ligence Agency’s Coherence Out of operate with MQ-4 Triton broad-area from the Assault Breaker demo. Chaos program to take all data from surveillance UAVs. Eforts to restore U.S. military superiority will overhead-imaging satellites, make “We’re looking at large-capacity and [with] intense electronic-warfare sense of it, and cue human analysts to UUVs [unmanned underwater vehicles] build on AI and manned/unmanned teaming battles to dominate the information look at specifc areas. that cascade medium-size UAVs that war along the forward line of troops. Learning systems that react at cascade out smaller-diameter UUVs Graham Warwick Washington “This trend is only going to continue machine speeds can also be used for and form networks. We’re looking at as advanced militaries experiment with air and cyberdefense, he said, citing all sorts of diferent electronic-warfare he Pentagon’s “Third Offset” tion to all-out nuclear war became too NAtioNAl ARchives these technologies, as well as others Israel’s highly automated Iron Dome networks. We’re looking at small sur- Tstrategy to restore the U.S.’s great, Work said. [such as] hypersonics. In the not-too- counterrocket system and Darpa face vessels operating as swarms,” he conventional technological su- The U.S. response was the second third is doing both while under intense distant future, we’ll see directed-energy programs that will enable electronic- said, adding “collaborative autonomy periority over Russia and China will ofset strategy to develop conventional cyber- and electronic-warfare attack.” weapons on the battlefeld which oper- warfare platforms such as the EA-18G will help transform operations.” be built on using artifcial intelligence weapons with “near-zero miss.” The Work said Russia’s long-range con- ate at the speed of light,” he said. to counter new waveforms on the fy. The ffth and fnal building block of (AI) and autonomy to assist human Darpa-led Assault Breaker demonstra- ventional strikes in Syria provide a Work noted that the Defense Science The second component is human- the Third Offset is network-enabled operations, says Deputy Secretary of tion in 1977 led Soviet military leaders “rough sense” of the A2/AD problem. Board’s 2015 Summer Study concluded: machine collaboration for decision- semiautonomous weapons hardened to Defense Bob Work. to conclude that precision-guided mu- “They’re firing missiles from surface “[W]e are at an infection point in the making. Work cites the F-35’s helmet- operate in EW and a cyberenvironment Commercial advances in AI and au- nitions would be as efective as tactical ships, from submarines, strategic power of artifcial intelligence and au- mounted display, which processes 360 and when GPS is denied. “Just like in the tonomy are core to the central theme nuclear weapons. “And, unquestion- bombers, and medium-range bomb- tonomy,” which will “allow entirely new deg. of information and portrays it in a Cold War, when electromagnetic-pulse of the strategy—using human-machine ably, I would say that it helped lead to ers.” The Chinese military’s massive levels of . . . man-machine symbiosis on way that speeds operations by allowing hardening was required, every weapon collaboration in decision-making and the end of the Cold War,” Work said. the pilot to make better decisions faster. and system [must] be hardened for cy- teaming of manned and unmanned sys- The breakup of the Soviet Union The third component is “assisted ber,” Work said. tems in combat to overcome the prolif- gave the U.S. an advantage in guided human operations,” using technologies “Those are the fve components, and eration of precision munitions and ad- weapons for 25 years, but now Russia such as wearable electronics, head- they’re going to ride on the back of a vances in electronic warfare (EW) and and China are approaching precision- mounted displays and exoskeletons. learning network,” he said. “There is a cyberattack that have eroded the U.S.’s munition parity with the U.S., and “Our adversaries . . . are pursuing en- lot of skepticism right now within the military edge over potential adversaries. other second ofset technologies such hanced human operations. And that Department of Defense that we’ll be The Third Ofset will kick of with as unmanned aircraft are proliferating. scares the crap out of us. . . . But we able to perfect and protect such a net- $12-15 billion in funding in the Pen- At the same time, Work said, the U.S. are very comfortable going after as- work, but if you do the smart design up tagon’s fiscal 2017 budget request focus on fghting Islamic extremists has sisted human operations,” he said, cit- front, coupled with learning defenses, for “wargaming, experimentation slowed its response to high-end threats. ing Darpa’s Alias program to develop a we believe it is not only possible, but it and demonstrations,” Work said in a The result is the anti-access/area- robotic co-pilot to reduce the crew in is a requirement.” speech at the Center for New Ameri- denial challenge (A2/AD) facing U.S. the cockpit. Work summed up: “We know that can Security in December. He noted forces. “Our conventional deterrence The fourth ingredient is advanced advances in AI and autonomy are that beginning in 2017 the focus will posture . . . is based on the assump- human-machine combat teaming in- driven by the commercial world—not be “on doing the intellectual underpin- tion that we can project overwhelm- volving cooperative operations with government—which means they’ll be ning and as much of the demonstration ing power across transoceanic dis- unmanned systems. Existing examples available to everybody. [And] second work as we possibly can, so Congress tances and exert our will on any include Army AH-64 attack helicop- ofset technologies are widely prolifer- will help us keep this going and we can opponent,” Work said. Legged robots must ters operating with MQ-1 Gray Eagle ated. So we shouldn’t count on a last- “So the first prob- overcome challenges to unmanned aerial vehicles (UAV) and ing advantage.” c lem is breaking into a become part of combat patrols. DARPA theater where the op- DARPA “counterintervention” exercises are the battlefeld. . . . That is why human- Deployment of another sign. machine is explicitly in what we talk swarms of recover- Eastern Ukraine, meanwhile, is “an about. The way we will approach this able UAVs to over- emerging laboratory for future 21st- is that this is designed to make the hu- whelm defenses is century warfare,” with Russian units man more efective in combat.” one A2/AD strategy. using advanced sensors and small un- Five technological building blocks manned aircraft backed up by highly of the Third Ofset strategy have been capable intelligence-collection plat- identifed. Initially, the focus will be on ponents enjoy guided- forms. Within minutes of coming up experimentation and demonstration to munitions parity and on the radio net, Ukrainian forces are verify the soundness of the Pentagon’s can throw long-range being targeted with cluster munitions, hypothesis on these key components. DARPA missile strikes as dense thermobaric warheads and top-attack The frst component is autonomous maintain a lasting advantage.” and as accurate as our own and [for] as submunitions, he said. Russia is jam- deep-learning systems. These are al- The frst ofset strategy in the 1950s long as we can. That’s the anti-access ming GPS, knocking out Ukrainian ready changing the way intelligence sought to blunt the Soviet numerical or ‘A2’ part of the A2/AD threat. UAVs and the proximity fuses on ar- is analyzed, but the Pentagon plans and geographical advantage in Europe “Then, once you’re in the theater, the tillery shells, disabling them. to create learning machines that will by developing the capability to deploy second problem is fghting against an “The operations in Ukraine high- provide indications and warnings that battlefeld nuclear weapons. That ap- adversary with conventional capabili- lighted the new speed of war, driven “something is happening in the gray proach was successful up to the 1970s, ties that are as advanced as our own. by automated battle networks, boosted zone,” Work explained. Wearable electronics, air and ground robots when the Soviets achieved strategic That is the ‘AD’ or area-denial part of by advances in computing power,” said Learning machines will be used to will enhance future ground forces. nuclear parity and the risk of escala- the A2/AD problem,” he noted. “And the Work. “We are moving at cyberspeed, cue intelligence systems, Work said,

60 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 61

AW_01_18_2016_p60-61.indd 60 1/14/16 2:13 PM AW_01_18_2016_p60-61.indd 61 1/14/16 2:13 PM TECHNOLOGY Rethinking Clean Sky Joint Undertaking Single-Aisles An all-new narrowbody aircraft may still be 15-20 years away, but Europe’s industry is getting ready Clean Sky 2 will look more closely at rear-fuselage Graham Warwick Washington engine/airframe integration. urope will advance toward an all-new single-aisle air- fan engines with the rear fuselage. The main concept studied Eliner around 2030 or beyond with large-scale airframe under Clean Sky 1 has a U-shaped tail that shields the engines technology demonstrations under the €4 billion ($4.3 to reduce noise. billion) Clean Sky 2 public-private research program. Under the advanced laminarity stream, Europe will dem- Building on the Clean Sky 1 program that began in 2008 and onstrate natural and hybrid laminar-fow engine nacelles and will conclude in 2017, the new program “is not starting from conduct a large-scale natural laminar-fow wing ground demo. scratch, but will revisit diferent elements of the airframe to This will include more fight tests of the Airbus A340 laminar- achieve step changes in efciency in all of them,” says Bruno fow fight demonstrator being built under Clean Sky 1, says Stoufet, Dassault vice president of research and develop- Stoufet. The project will also explore the potential for lami- ment and vice chairman of the Clean Sky Joint Undertaking narity on “adverse” high-lift wing confgurations. that manages the programs. Areas the high-speed airframe stream will look at include The Airframe Integrated Technology Demonstration (ITD) optimizing wing aero-structural design using tow-steered is one of the major elements of Clean Sky 2 and will mature composites; tailoring the shape and systems integration for technologies that will the forward fuselage to reduce drag; and be validated through improving metallic fuselage design with three integrated air- low-density and multifunction materials. craft demonstration Ground demonstrators will include a com- platforms (IADP)—for posite wingbox and metallic partial fuse- large passenger air- Dassault is investigating the noise- craft, fast rotorcraft shielding U-tail under Clean Sky 1. and regional aircraft. The technologies lage—the most likely materials combina- to be matured to a tion for a next-generation Airbus A320 readiness level of replacement. 6—“to de-risk their The novel control technology stream use in novel products includes development of enhanced gust- for 2030-plus,” says load alleviation; anti-flutter control to Stoufet—include in- daSSaUlt aviation gain aeroelastic stability margin; efcient novative architectures, more efcient airframes and improved multifunction control surfaces; and integrated moving leading engineering and manufacturing processes to reduce time to edges incorporating electric ice protection. market and enhance Europe’s competitiveness against low- The remaining technology streams are structured around labor-cost countries. providing components required by the three IADPs. These in- The Airframe ITD has nine technology streams. These clude advanced composite wingboxes for the large passenger include: advanced engine/airframe integration; laminar-fow and regional aircraft demos, and for the tiltrotor and com- wings and nacelles to reduce drag; transonic aircraft with pound fast-rotorcraft demonstrators to be fown by Agusta- fexible wings and new fuselage shapes; smart multifunction Westland and Airbus Helicopters, respectively. control surfaces; and more fexible and passenger-friendly The advanced fuselage stream is focused on supporting the cabins. Airbus, Dassault, Saab and German research organi- fast-rotorcraft IADP with a full-scale fightworthy tail assem- zation Fraunhofer head up these endeavors. bly and pressurized fuselage demonstrator for the next-gen- Also on the docket are a next-generation wing box with eration civil tiltrotor. A full-scale, more afordable composite low-cost composite structure; optimized high-lift and adaptive fuselage barrel and smaller-scale, low-weight, low-cost cabin wing for turboprop aircraft; advanced integration of electrical demos will support the other IADPs. systems into the airframe and wing structure; and novel tail- Supporting the regional-aircraft IADP, the high-lift tech- less or pressurized composite fuselages for rotorcraft. These nology stream will look at improved nacelle and engine in- are led by Airbus, Alenia Aermacchi, AgustaWestland, Airbus tegration and advanced high-lift systems to reduce drag on Helicopters, Evektor, Fraunhofer, Piaggio and Saab. high-wing configurations with large-diameter turboprop The innovative architecture stream will include large-scale propulsors. The integrated structures stream will include an wind-tunnel tests of an airliner confguration with highly opti- “electrical wing” demo and a full-scale forward fuselage with mized integration of open-rotor and ultra-high-bypass turbo- systems integrated into the cockpit structure. c

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

AW_01_18_2016_p62.indd 62 1/14/16 12:58 PM TECHNOLOGY

Clean Sky Joint Undertaking CLASSIFIED ADVERTISING

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The main concept studied WhetherWhether buyingbuying oror selling,selling, liner around 2030 or beyond with large-scale airframe under Clean Sky 1 has a U-shaped tail that shields the engines of mechanical, electrical, E an appraisal from an accredited technology demonstrations under the €4 billion ($4.3 to reduce noise. and ﬂ uid system and thermal billion) Clean Sky 2 public-private research program. Under the advanced laminarity stream, Europe will dem- aircraft appraiser is important onstrate natural and hybrid laminar-fow engine nacelles and environment reqs to establish Building on the Clean Sky 1 program that began in 2008 and for ensuring your aircraft is COURSES will conclude in 2017, the new program “is not starting from conduct a large-scale natural laminar-fow wing ground demo. system designs. 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Areas the high-speed airframe stream will look at include Aircraft Bluebook has you covered. contact us at: The Airframe Integrated Technology Demonstration (ITD) optimizing wing aero-structural design using tow-steered 877.531.1450 | jetappraisals.com http://www.psa1.com www.boeing.com/careers is one of the major elements of Clean Sky 2 and will mature composites; tailoring the shape and systems integration for or 208-772-7721 Job ID: 1500040827. technologies that will the forward fuselage to reduce drag; and be validated through improving metallic fuselage design with three integrated air- low-density and multifunction materials. craft demonstration Ground demonstrators will include a com- platforms (IADP)—for posite wingbox and metallic partial fuse- large passenger air- Dassault is investigating the noise- craft, fast rotorcraft shielding U-tail under Clean Sky 1. and regional aircraft. Jobs, Pay, Careers The technologies lage—the most likely materials combina- to be matured to a tion for a next-generation Airbus A320 readiness level of replacement. and More: 6—“to de-risk their The novel control technology stream use in novel products includes development of enhanced gust- Aviation Week’s 2015 for 2030-plus,” says load alleviation; anti-flutter control to Stoufet—include in- daSSaUlt aviation gain aeroelastic stability margin; efcient Workforce Study Results novative architectures, more efcient airframes and improved multifunction control surfaces; and integrated moving leading engineering and manufacturing processes to reduce time to edges incorporating electric ice protection. market and enhance Europe’s competitiveness against low- The remaining technology streams are structured around labor-cost countries. providing components required by the three IADPs. These in- The Airframe ITD has nine technology streams. These clude advanced composite wingboxes for the large passenger include: advanced engine/airframe integration; laminar-fow and regional aircraft demos, and for the tiltrotor and com- wings and nacelles to reduce drag; transonic aircraft with pound fast-rotorcraft demonstrators to be fown by Agusta- fexible wings and new fuselage shapes; smart multifunction Westland and Airbus Helicopters, respectively. control surfaces; and more fexible and passenger-friendly The advanced fuselage stream is focused on supporting the cabins. Airbus, Dassault, Saab and German research organi- fast-rotorcraft IADP with a full-scale fightworthy tail assem- zation Fraunhofer head up these endeavors. bly and pressurized fuselage demonstrator for the next-gen- Also on the docket are a next-generation wing box with eration civil tiltrotor. A full-scale, more afordable composite low-cost composite structure; optimized high-lift and adaptive fuselage barrel and smaller-scale, low-weight, low-cost cabin wing for turboprop aircraft; advanced integration of electrical demos will support the other IADPs. systems into the airframe and wing structure; and novel tail- Supporting the regional-aircraft IADP, the high-lift tech- less or pressurized composite fuselages for rotorcraft. These nology stream will look at improved nacelle and engine in- are led by Airbus, Alenia Aermacchi, AgustaWestland, Airbus tegration and advanced high-lift systems to reduce drag on Helicopters, Evektor, Fraunhofer, Piaggio and Saab. high-wing configurations with large-diameter turboprop Now Available On Demand At Aviationweek.com! The innovative architecture stream will include large-scale propulsors. The integrated structures stream will include an wind-tunnel tests of an airliner confguration with highly opti- “electrical wing” demo and a full-scale forward fuselage with mized integration of open-rotor and ultra-high-bypass turbo- systems integrated into the cockpit structure. c

62 AviAtion Week & SpAce technology/JAnUARy 18-31, 2016 AviationWeek.com/awst AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/JANUARY 18-31, 2016 63

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AW_01_18_2016_p64.indd 64 1/14/16 1:21 PM AW_01_18_2016_p65.indd 65 1/14/16 5:05 PM Viewpoint Can JSF or LRS-B Replace F-15E?

By DaniEL Z. KatZ USAF AirmAn 1St ClASS JoShUA Kleinholz conomists have long extolled the power of competition through the Air Force’s Rapid Capabilities Ofce might keep Eto deliver the best products at the lowest prices. Sadly, the program on time and within budget. But here again, competition is often lacking in major military aircraft there will probably be no option but to build 100 LRS-B air- procurements. Indeed, the contractors for the largest U.S. craft to replace the B-52 and B-1 feets. combat aircraft programs over the next two decades—the How then can some competitive pressure be placed on the F-35 Joint Strike Fighter (Lockheed Martin) and the Long- F-35 and LRS-B? That’s where the requirement to replace Range Strike Bomber (LRS-B) (Northrop Grumman)—will the F-15E comes in. The Air Force is currently upgrading 217 probably have no competitors through almost their entire F-15Es, which will enable the type to remain a capable strike production runs. platform until around 2040. However, there still is a way to put competitive pressure Conveniently, both the F-35 and the LRS-B will be reach- on them. The need to replace the F-15E Strike Eagle two de- ing the end of their production runs around that time. The cades from now presents an enticing opportunity to push payloads and costs of the aircraft make them somewhat these two massive programs toward minimizing costs and substitutable as strike platforms. According to the latest maximizing capability now. numbers, the F-35A’s unit procurement cost will be $83.5 But how does the Pentagon get in this sort of jam in the million in 2037 and will average $103 million over the entire frst place? In today’s era of a consolidated defense indus- 1,763-aircraft run. Among the few details thus far released try, the longest the Defense Department can usually hope to about the LRS-B is the price ceiling: The average procure- maintain competition is to the engineering and manufactur- ment cost for the frst 100 aircraft will be no more than $607 ing development phase, when a single contractor is chosen million (in fscal 2016 dollars). In short, an LRS-B will cost approximately six times more than an F-35A.

Payloads are harder to compare because LRS-B specif- cations have not been disclosed. But it seems reasonable to

When competitive pressures expect that the LRS-B’s weapons bay will accommodate 8-16 2,000-lb. bombs—4-8 times the bomb load of the F-35A. exist throughout a production Of course, there is more to capability than that. The “ “ LRS-B will have far greater range than the F-35A and be run, the result is often superior stealthier and able to carry larger weapons. Meanwhile, it is highly unlikely that the LRS-B will carry air-to-air quality and lower cost. missiles or be able to dash at supersonic speeds. So the tradeofs would not be simple. Still, one or the other might perform the F-15E role. to actually build the design it ofered. Long before the ma- The payof could be large. Building an additional 200 jority of production contracts will be signed, the prospect of F-35As or 40 LRS-Bs would be worth about $20 billion to a another contractor stepping in and snagging the work will contractor. And the benefts to the government would come have become an empty threat. soon. Both Lockheed and Northrop would know for the re- Intelligent contract mechanisms can mitigate the efect mainder of their current programs that every delay and cost of poor manufacturer performance somewhat—but only to overrun would count against their chances of extending pro- a degree. In the rare instances when competitive pressures duction to replace the F-15E. do exist throughout a production run, the result is often The advent of other platforms—a sixth-generation fghter superior quality and lower cost. In a famous example, the or a stealthy unmanned combat air vehicle—may present Government Accountability Ofce found that introducing a additional options to replace the F-15E. If these enter pro- second engine option for the F-16 saved taxpayers more than duction in time to compete, so much the better; more op- 20% in acquiring the powerplants. tions, more competition. But an early announcement that Unfortunately, neither the F-35 nor the LRS-B program the Pentagon will consider the F-35 and LRS-B as replace- has competition built into it. The F-35 is six years behind ments for the F-15E will maintain competitive pressure on schedule and unit costs have risen by almost 50%, but ul- these programs in the near term. And it might just save the timately there is no other option to replace Air Force F-16s taxpayer a few billion dollars while delivering a bit more ca- and Marine Corps AV-8Bs or to provide a piloted stealth capability for the warfghter. c pability for the Navy. While we hope the LRS-B efort will perform better, it, too, will cease to be a competitive pro- Daniel Z. Katz is the director for defense analysis and data for gram as soon as a bid protest is resolved. Making cost a key Aviation Week Intelligence and Data Services. He served in the performance parameter when the two contractor teams U.S. Army as a Special Forces soldier and later in the Office of the were ofering competing designs and procuring the aircraft Secretary of Defense.

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

AW_01_18_2016_p66.indd 66 1/14/16 4:00 PM Viewpoint REDISCOVER Can JSF or LRS-B THE HISTORY OF FLIGHT. Replace F-15E?

Payloads are harder to compare because LRS-B specif- cations have not been disclosed. But it seems reasonable to

When competitive pressures expect that the LRS-B’s weapons bay will accommodate 8-16 2,000-lb. bombs—4-8 times the bomb load of the F-35A. exist throughout a production Of course, there is more to capability than that. The “ “ LRS-B will have far greater range than the F-35A and be run, the result is often superior stealthier and able to carry larger weapons. Meanwhile, it is highly unlikely that the LRS-B will carry air-to-air quality and lower cost. missiles or be able to dash at supersonic speeds. So the tradeofs would not be simple. Still, one or the other might perform the F-15E role. to actually build the design it ofered. Long before the ma- The payof could be large. Building an additional 200 jority of production contracts will be signed, the prospect of F-35As or 40 LRS-Bs would be worth about $20 billion to a another contractor stepping in and snagging the work will contractor. And the benefts to the government would come As Aviation Week Network and have become an empty threat. soon. Both Lockheed and Northrop would know for the re- Boeing both turn 100, we’re Intelligent contract mechanisms can mitigate the efect mainder of their current programs that every delay and cost celebrating by unlocking, for the very of poor manufacturer performance somewhat—but only to overrun would count against their chances of extending pro- frst time, a digital archive of more a degree. In the rare instances when competitive pressures duction to replace the F-15E. do exist throughout a production run, the result is often The advent of other platforms—a sixth-generation fghter than 500,000 articles, photographs superior quality and lower cost. In a famous example, the or a stealthy unmanned combat air vehicle—may present and ads from Aviation Week & Space Government Accountability Ofce found that introducing a additional options to replace the F-15E. If these enter pro- Technology. Relive the adventures second engine option for the F-16 saved taxpayers more than duction in time to compete, so much the better; more op- and stories of a century in the sky. 20% in acquiring the powerplants. tions, more competition. But an early announcement that Unfortunately, neither the F-35 nor the LRS-B program the Pentagon will consider the F-35 and LRS-B as replace- has competition built into it. The F-35 is six years behind ments for the F-15E will maintain competitive pressure on EXPLORE AT schedule and unit costs have risen by almost 50%, but ul- these programs in the near term. And it might just save the ARCHIVE.AVIATIONWEEK.COM timately there is no other option to replace Air Force F-16s taxpayer a few billion dollars while delivering a bit more ca- and Marine Corps AV-8Bs or to provide a piloted stealth capability for the warfghter. c pability for the Navy. While we hope the LRS-B efort will perform better, it, too, will cease to be a competitive pro- Daniel Z. Katz is the director for defense analysis and data for gram as soon as a bid protest is resolved. Making cost a key Aviation Week Intelligence and Data Services. He served in the performance parameter when the two contractor teams U.S. Army as a Special Forces soldier and later in the Office of the were ofering competing designs and procuring the aircraft Secretary of Defense.

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

AW_01_18_2016_p66.indd 66 1/14/16 4:00 PM 601AWBIBC.indd 1 1/12/2016 10:33:55 AM WELCOME TO OUR WORLD

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