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Editor-In-Chief Joseph C. Anselmo Executive Editor James R. Asker Managing Editors Jen DiMascio, Jens Flottau, Graham Warwick Assistant Managing Editor Michael Stearns Art Director Lisa Caputo Executive Editor, Data and Analytics Jim Mathews Defense, space anD security Editors Jen DiMascio (Managing Editor), Jeferson Morris (Associate Managing Editor), Michael Bruno, Amy Butler, Michael Fabey, Sean Meade, Frank Morring, Jr., Bill Sweetman (Chief Editor, Defense Technology Edition)

civil aviation/Maintenance, repair anD overhaul Editors Jens Flottau (Managing Editor), Darren Shannon (Associate Managing Editor), Sean Broderick, John Croft, William Garvey, Fred George, Rupa Haria, Kerry Lynch, Guy Norris, Bradley Perrett, Jessica Salerno, Adrian Schofeld, Lee Ann Tegtmeier (Chief Editor, MRO Edition) Chief Aircraft Evaluation Editor Fred George For individual e-mail addresses, telephone numbers and more, go to www.AviationWeek.com/editors eDitorial offices 2 Penn Plaza, 25th Floor, New York, N.Y. 10121 Phone: +1 (212) 904-2000, Fax: +1 (212) 904-6068

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AviationWeek.com/awst AVIAtIOn WEEk & SPACE tEChnOlOGy/OCtOBEr 14/21, 2013 3

October 14/21, 2013 Contents Volume 175 Number 36 AVIATION WEEK Winner 2013 & SPACE TECHNOLOGY Digital Extras Tap this icon in articles in the digital edition of AW&ST for exclusive features. If you have not signed up to receive your digital subscription, go to AviationWeek.com/awstcustomers Departments 10-12 Feedback 14 Who’s Where 16-18 The World 20 Up Front 22 Commander’s Intent 24 Inside Business Aviation 26 Airline Intel 28 In Orbit 31 Washington Outlook 87 Classifed 88 Contact Us Bell Helicopter is betting that the planned superior speed 89 Aerospace Calendar of the V-280 tiltrotor will win support from the U.S. Army. Bell’s CEO says the Valor will cost half as much as the 77 V-22, addressing some critics who say it is too expensive. the WorlD 16 albert D. Wheelon dies, led develop- UnmanneD sYstems 53 high-performance combat aircraft ment of frst recon satellite for CIA, long-running are next targets for Northrop was major force at Hughes Aircraft 38 WK450 Watchkeeper unmanned air system could now Grumman’s laser jammer be on the cusp of entering service 18 astronaut scott Carpenter dies, was second American to orbit the enGIneerInG Earth and backup to John Glenn 39 royal navy project’s goal is to land 44 Bell and sikorsky/Boeing team an AgustaWestland-built optionally competing against two relative un- CommerCIal aIrCraFt piloted helo on a ship next year knowns for high-speed helo demo 32 Boeing-airbus balance in one of most DeFense important air transport markets aIr transport is shifting with JAL’s A350 order 40 pratt & Whitney is the latest contractor 46 european regional airline ofcials under microscope of Pentagon audi- speak of renewed optimism, des- 34 high-profle order cancellation tors who push exacting standards pite fgures and individual cases casts doubt on whether Airbus can meet its A380 sales target 41 new communications for V-22 48 Deal to limit greenhouse-gas emissions considered key for Marine Corps’ reached at ICAO Assembly is a success spaCe future Air Ground Task Force for aviation or a setback for environment 36 spaceshiptwo tests on track for high-speed feather, higher altitudes 43 Israelis pitch Kfr to smaller air 49 safety agency links pilot error to and supersonic reentry forces as fourth-generation fatal airship crash during European fghter at one-third of the price tour sponsored by Goodyear 37 expectations are high for new SpaceX Falcon 9 to prove military and 52 U.s. navy mulls competition for new 50 alitalia on ropes again, less than fve commercial satellite launch missile to keep Chinese carriers years after it was saved from bank- capabilities at bay, and in response to DF-21 ruptcy, bought by private investors on the CoVers: This week, Aviation Week publishes two editions, both double issues. The cover at the far left features the frst business aircraft to be developed in China —Avic subsidiary Caiga’s Primus 150, an all-composite six-seater based on a U.S. kitplane design and powered by single 850-shp General Electric H85 turboprop. The aircraft is set to fy soon, but its market is uncertain as Chinese tastes continue to favor large business jets (page 58). Photo by Bobby Yip for Reuters via Newscom. The cover of our Defense Technology edition shows Karem Aircraft’s concept for an advanced rotorcraft for the U.S. Army (page 44). Elsewhere in both editions are articles on Airbus’s upset win over Boeing in Japan (page 32), SpaceShipTwo’s test fights (page 36) and the skepticism about business jet operator VistaJet (page 75).

6 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst

October 14/21, 2013 Volume 175 Number 36

aVIonICs 78 army pursuing foreign sales of U.S.- 51 rockwell Collins developing passive, uncooled multispectral vision aid, built helicopters to lower per-unit to become end-to-end EFVS provider costs and secure multiyear buys

propUlsIon 80 U.s. army and air Force embrac- 55 europe’s aerospace giant sees a path to 32 ing the National Guard even more, hybrid-electric propul- to meet federal spending caps sion for commercial aircraft 68 new business aircraft in development range from single-engine rotorCraFt turboprops to ultra-large-size jets CommerCIal 56 agustaWestland is embarking on a 72 two key DayJet components making aIrCraFt UpDate new civil certifcation program for a comeback: Eclipse VLJ and 81 profles of aircraft programs pro- its troubled medium/heavy AW101 software that was a secret weapon vide updates on commercial air- BUsIness aVIatIon 74 legacy 450 and 500 part of craft in service and in development 58 China buying into business-aircraft Embraer’s agenda to ofer a pro- production, but the mismatch is duct in every major bizjet category eDItorIals that buyers are favoring imports 75 VistaJet betting its model of serving 90 lesson to rotorcraft industry: Don’t ignore 62 King air 350i exemplifes a smaller operationally difcult areas will your largest customer, but don’t let it Beechcraft, back from bankruptcy work in more-mainstream markets dictate technology strategy either with more modest ambitions armY aVIatIon 90 Citizens must address the system used 65 new generation of large business 77 Bell, Karem and AVX working aircraft could bring sea change in on designs for helos to replace to create congressional districts if they airframer-propulsion relationship the Black Hawk and Apache want diferent results in Washington On the Web A round-up of what you’re reading on AviationWeek.com A debated exchange is raging within our online community following the announcement that Japan Airlines has selected Airbus widebodies in what was historically a market exclusive to Boeing. Read about it and comment online (ow.ly/pG2uf) and peruse our analysis of the A350 win on page 32.

Stratolaunch Systems is quietly starting production of its commercial photo Contest air launch space access system. The Orbital Sciences-built multistage The deadline for Aviation Week’s annual booster will measure around 128 ft. long. Read and comment about it Photo Contest is fast approaching. See the on our On Space blog (ow.ly/pEqnG). aviationWeek.com/onspace winning entries from 2012 on our Facebook page (ow.ly/pG0aV) and enter before Oct. 20 for a chance to see your photo published in the magazine. Enter at aviationWeek.com/photo

reaDer Last week Teal Group analyst Richard Comment Aboulafa, writing in our Up Front column (Oct. 7, p. 16), questioned whether there is a market for Textron’s Scorpion. Reader FlightDreamz says: “Anyone else remember Burt Rutan’s ARES’ Scaled Model 151? That ultimately didn’t fnd a market and I fear the same fate for Textron’s Scorpion.” Read more—and join the discussion—in Ares, our defense Guy Norris/AW&sT Guy technology blog (ow.ly/pG2Uq). AviationWeek.com/ares

Get detailed fnancial information premIUm and data on feets of hundreds of Keep up with all the news and blogs from Content airlines through our premium online Follow Aviation Week’s editors. service—the Aviation Week Intel- Follow @AviationWeek or ‘like’ us at Facebook.com/AvWeek ligence Network. aviationWeek.com/awin

8 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst

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Innovative technologies, decades of expertise, unparalleled repair capabilities, process excellence – just some of the reasons air forces all over the world rely on MTU Aero Engines. Our service experts will return your engines to peak condition – quickly and cost-effectively. www.mtu.de Feedback Aviation Week & Space Technology welcomes the opinions of its readers on issues raised in Risk Mitigation Was key abandoning space the magazine. Address letters to the Executive Editor, Aviation Week & Space Technology, Regarding Orbital Sciences Corp.’s Three recent space-related articles 1200 G St., Suite 922, Washington, D.C. 20005. approach to Cygnus design as covered speak volumes. The frst two are in Fax to (202) 383-2346 or send via e-mail to: in “Skinning the Cat” (AW&ST Sept. the same issue (AW&ST Sept. 30): [email protected] 30, p. 20), Orbital did not “buy com- “Launcher Leap” (page 22) followed Letters should be shorter than 200 words, and you must give a genuine identification, address ponents wherever possible to avoid by “What’s Next” (page 24). hot on and daytime telephone number. We will not reinventing the wheel.” the heels of this printing, the Avia- print anonymous letters, but names will be The late David Low, a former astro- tionWeek.com Space Channel (Oct. 3) withheld. We reserve the right to edit letters. naut who was serving as senior vice ofered “NASA’s J-2X Engine To Be president and program manager for Mothballed After Testing.” Orbital’s commercial orbital trans- The frst article outlined China’s ever-progressing Eastern capability portation services (COTS), and I (an plans for a more capable Moon rocket to defeat stealth technologies in the Orbital executive at the time) estab- than the Saturn V; the second depicted realm of air defense identifcation and lished the approach for COTS in about China’s planned Mir-class space sta- interdiction, we are betting the farm half an hour in his ofce (at the start of tion. And the third covered the U.S.’s on an airframe that may arrive too late our proposal efort). human space exploration program. to be of real use. Any enemies have We did this with one utilized the JSF’s absurd development objective in mind—to time to make substantial and anticipa- minimize risk in the tory changes to their ability to defeat program by capital- whatever advances may have been izing on our partners’ fantastic a decade ago. experience. Alenia The desire to replace (versus re- knows how to build engineer) a perfectly capable and track- pressurized structures proven trainer like the T-38, eliminate for the International the intelligence, surveillance and recon- Space Station (ISS) naissance platform (MC-12)—best- (Orbital does not). suited to the low-intensity conficts and Orbital knows how to brush war scenarios that we will face in build satellites and the future—and retire the A-10 (which spacecraft (in particu- remains the only serious and purposely lar the STAR-2 geosta- dedicated, robust and properly armed tionary satellites). Orbital knows how To sum up: China is making sub- close-air-support asset we possess) sug- to build unpressurized cargo carriers stantial strides toward a new heavy- gests an operational viewpoint fueled for ISS (in particular, the Express lift rocket and a new space station, not by realistic and historic precedent, cargo carrier for ISS). Orbital bid while the U.S. can’t so much as keep a but rather one shaped by bets already both the pressurized and unpressur- single 40-year-old element of its rocket made and money on the table. ized cargo carriers for COTS, but not warmed over. While China is rapidly There is a time to fold your cards. the crew-transfer function. advancing toward a new space station, We stopped making battleships some We knew an Alenia pressurized the best the U.S. can do is “hope . . . time ago and much institutional knowl- module would be more expensive, and that commercial interests will orbit edge of battleship building was lost with that Orbital or another U.S. company their own stations eventually.” that decision. But the reality is that we probably could build a pressurized Taken together, these articles, do not face the imminent prospect of cargo carrier, but we opted to go with along with recent events (sequestra- global war; therefore, such an asset is experience. tion and the government shutdown), not needed. Likewise with JSF. Development issue risks were coupled with the dysfunctional politics But we do have a pressing need for perceived to be very high. We were that precipitated them, point to one simple, reliable, cost-efective aircraft particularly concerned with passing inconvenient truth: The U.S. is now not that serve real and specifc purposes. the NASA Johnson Space Center a space-faring nation, and never will Adm. Mike Mullen correctly stated (JSC) safety review processes for be again. that our national debt is the greatest ISS (manned) space hardware and George C. Mantis threat to our national security. We can software. Orbital never had a previous hUNTSVILLE, ALA. operate and maintain a very capable contract with NASA JSC. We knew national defense with the budget there was a real cost risk there, and knoWing When to Fold theM remaining after sequestration, but that we could not quantify it to our se- I found the comments of U.S. Air tough choices will need to be made and nior management. There were enough Force gen. Mike hostage in “Life Post- most of them should not involve exotic perceived programmatic hazards in Cuts” (AW&ST Sept. 23, p. 31) in align- solutions. COTS (for NASA and Orbital) and we ment with those of reader Thomas Todd Fredricks certainly did not need to add technical Parker in his letter in the Feedback AMESVILLE, OhIO ones to the mix. section of the same issue (page 10). Jim Dufy, Director of Strategic Planning The Joint Strike Fighter (JSF) tiltRotoRs and URban coMbat FAA Commercial Space Transportation exemplifes a military-industrial It seems that more and more Ofce complex run amok, creating solutions companies are turning to advanced WAShINgTON, D.C. to problems that do not exist. With an tiltrotor designs for a variety of uses,

10 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst

The X-51A Waverider team has received the 2013

John R. Alison Award from the Air Force Association for most outstanding contribution by industry to national defense. The scramjet-powered aircraft recently ﬂ ew the longest air-breathing hypersonic ﬂ ight in history.

Its success signals an era of advancement no less dramatic than the beginning of the Jet Age. Boeing, the

Air Force Research Laboratory and Aerojet Rocketdyne are honored to share this prestigious award. Feedback most recently shown in the proposals will increasingly be fought in heavy too little, too late, icao to replace the Sikorsky Uh-60 Black urban settings, as witnessed by Iraq, I fnd it difcult to get excited about hawk and Boeing Ah-64 feets with Syria, Lebanon and gaza. Buildings the International Civil Aviation Orga- the Bell helicopter V-280 Valor and the are close-set, leaving airspace at a nization’s new plan to address global tiltrotor now being designed by Karem premium. given their wide wingspan, climate issues (AW&ST Sept. 23, p. 43). Aircraft (AW&ST Oct. 7, p. 13). While tiltrotors will be hard-pressed to fnd ICAO has had since the Kyoto Treaty of the tiltrotor capabilities of speed, space to fy in between buildings. 1997 to develop a blueprint for inter- range and vertical takeof and landing We should not consign tiltrotors national aviation. Nothing happened are advantageous, as demonstrated to the design dustbin, but relying on until the European Union proposed during Operation Unifed Protector in them as a replacement for most U.S. an Emissions Trading System (ETS), 2011, they require a wide wingspan to Army helos would be a grave error. which at least got ICAO’s attention and function. Jacob R. Katz self-righteous indignation. It has been predicted that conficts PROVIDENCE, R.I. Under pressure, the EU has delayed the implementation of the ETS to give ICAO the chance to come up with an UNIQUE PERSPECTIVE alternative. ICAO’s webpage on Oct. 4 trumpets its endorsement of a “dramatic market-based measure (MBM) agreement” for global action. The member states will report back to ICAO in 2016 with a proposal for an MBM plan that can be implemented by 2020. From Kyoto to 2020 is 23 years— enough time to ft in two World Wars, Korean and Vietnam wars and sundry other skirmishes. And there is no guarantee of success, because the U.S. and others already have reservations. The good news is that the aviation industry is fnally waking up to the fact that global warming is a serious concern. I look forward to a new generation of unconventional aircraft powered by biofuels that will meet the International Air Transport Association’s emissions goal of a 50% reduction by 2050. The airlines’ commercial imperatives have far more chance of addressing climate issues than the slow self-congrat- ulatory bureaucratic processes of ICAO. Robin Stanier TORRENS, AUSTRALIA

ailing acRonyM “Introducing ALIS” (AW&ST Sept. 16, p. 45) gave me pause. here is a $448 million development program with a future value in the billions that will coordinate and manage the logistics and operation of the F-35, THE MARKET FOR CIVIL AIRCRAFT IS TAKING OFF. To see where this market is the world’s most sophisticated and going, and help model your future, you need the unique perspective that only expensive fghter. And yet, those who Forecast International provides. For over 40 years, top industry leaders have created and are implementing it believe exceeded their goals using our ten-year forecasts. Now, with our PLATINUM that the acronym for Autonomic Infor- mation Logistics System is ALIS. I hope 2.0 FORECAST SYSTEM™, you can look further into the future than this is not indicative of additional poten- ever before with 15-year Aerospace & Defense forecasts. Visit tial surprises coded into the network. forecastinternational.com to see how our forecasts and market intelligence Roger Curtiss products can provide the unique perspective you need. DEER hARBOR, WASh. (The reader has correctly spotted that AW&ST inverted the acronym’s defnition. It was and is Autonomic Logistics Information System.) Your Trusted Source for Global Business Intelligence

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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 amuel Adcock (see photo) has telstaedt is chairman/CEO of Samuel Adcock Aviation Week Intelligence Network Sbeen appointed vice president/ Waste Connections Inc., and at AviationWeek.com/awin For general manager of American Smith is president/CEO and information on ordering, telephone Eurocopter’s production plant in Co- director of the Las Vegas-based U.S.: +1 (866) 857-0148 or lumbus, Miss. earl Walker, who has Boyd Gaming Corp. +1 (515) 237-3682 outside the U.S. been senior director/general manager paul Saunders has become will become senior director for govern- global product manager for ment relations. Adcock has been se- Flatirons Solutions, Irvine, Calif. account manager for Virgin nior vice president-strategy and busi- He was operations director Kerry Beresford Atlantic Cargo. Vernon was ness development for parent EADS for Conduce Software and has manager for the Middle East North America. worked for Eurocopter and and Africa at BMI Cargo. John bendoraitis has been named Triumph Air Repair in the U.K. graham Maxa has been senior vice president/chief operating and Dubai. appointed fnance director of ofcer of Spirit Airlines. He has been John “Jay” neely, 3rd (see Fine Tubes, Plymouth, Eng- chief operating ofcer of Frontier photo), has been appointed vice land. He was group fnancial Airlines and was president of Comair president-law and public afairs. controller at the Oxfordshire Airlines. for the Gulfstream Aerospace company Prodrive. george Ullrich has become senior Corp., Savannah, Ga. He was Scott Nordstrom bryan Jones has been vice president-strategy development deputy general counsel. kevin named sales manager for At- for Applied Research Associates Inc., valik has been named sales di- lantic Fasteners, West Spring- Albuquerque, N.M. He has been chief rector for Delaware, New Jersey feld, Mass. technology officer of the Schafer and New York City. He was sales USAF Maj. Gen. Steven l. Corp. and was senior vice president- manager at the Dassault Falcon kwast has been appointed advanced technology programs at Jet Corp. for eastern Canada commander of the Curtis E. the Science Applications Interna- and the mid-Atlantic and mid- LeMay Center for Doctrine tional Corp. Central regions of the U.S. Development and Education/ John Neely, 3rd kerry beresford (see photo) has Ethiopian Airlines CEO te- vice commander of Air Univer- been appointed senior vice president- wolde gebremariam, Shelter- sity of the Air Education and government programs for Bye Aero- Box USA Inc. President emily Training Command, Maxwell space Inc. of Denver. Sperling and Team Rubicon AFB, Ala. He has been director vanessa hudson has been named co-founder William Mcnulty of the Air Force Quadrennial senior executive vice president for have joined the advisory council Defense Review in the Ofce of the Americas for Qantas Airways. She of Washington-based Airlink. the Vice Chief of Staf at USAF succeeds Wally Mariani, who has re- puja Mahajan (see photo) Headquarters at the Pentagon. tired. Hudson was executive manager has been named chief operat- Puja Mahajan Maj. Gen. Samuel D. cox has for strategy and planning for Qantas ing ofcer of business aircraft been nominated for promotion Domestic. charter and management com- to lieutenant general and ap- James hetherington has become pany Elit’Avia, Ljubljana, Slove- pointment as deputy chief of Riyadh, Saudi Arabia-based director of nia. She has held management staf for manpower, personnel Middle East operations for Salient Fed- positions with Bombardier and services at USAF Head- eral Solutions Inc., Fairfax, Va. He was Aerospace and Pratt & Whit- quarters. He has been director chief of the International Airmen Div. ney Canada. of operations and plans at U.S. at Secretary of the Air Force, Interna- greg kinsella, president Transportation Command Neil Vernon tional Afairs, and had been the U.S. and CEO of Key Air, has been Headquarters, Scott AFB, defense secretary’s military adviser to appointed to the board of Ill. Brig. Gen. Duke Z. rich- the U.S. ambassador to Saudi Arabia. governors of the Alexandria, ardson has been appointed Scott nordstrom (see photo) has Va.-based Air Charter Safety vice commander of the Air been appointed director of business Foundation. Force Life Cycle Management development for Zenith Aviation, Marc Welinski has become Center of Air Force Materiel Fredericksburg, Va. He was president deputy director of broadcast Command, Wright-Patterson of the International Trade Group and and broadband for Paris-based AFB, Ohio. Col. Shaun Q. had been vice president-corporate Euroconsult. He was director of Ryan Ellis Morris has been selected for sales and services for AvCraft Sup- marketing and commercial strategy at promotion to brigadier general and as- port Services. Eutelsat. signment as director of the command’s ronald J. Mittelstaedt and keith neil vernon (see photos) has been Air Force Security Assistance and Co- e. Smith have been appointed to the appointed Hong Kong-based Asia- operation Directorate. He has been se- board of directors of SkyWest Inc. Pacfc vice president-sales and ryan nior materiel leader and KC-46 system and its subsidiaries, SkyWest Airlines ellis has been promoted to sales man- program manager of the Air Force Life Inc. and ExpressJet Airlines Inc. Mit- ager for continental Europe from U.K. Cycle Management Center. c

14 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst Proﬁ tabilityﬁ rst

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Reporting that the regional aircraft ﬂ eet will double over the next 10 years, with more than two thirds of the market COST-EFFICIENCY share in 30-90 seats, the ATR-600 series represents the most competitive and cost-efﬁ cient product, thanks to:

• 50% less fuel consumption and 50% less gas emissions than regional jets, REMARKETABILITY • 35% less on buying, maintaining and handling costs than regional jets. With more than 180 operators in over 90 countries worldwide, ATR aircraft offer operators, investors and ﬁ nanciers stable lease rates, good value for money and strong residual values over time. INNOVATION Now, choose ATR’s experience and rely on the best high-ﬂ ying investment. The World For more breaking news, go to AviationWeek.com AP/Wide World File Photo File World AP/Wide Air TrAnsporT new Boeing shuffle Boeing Commercial Airplanes is restructuring its marketing and business development unit following the unexpected announcement by Mike Bair—the vice president who leads the current strategic, planning and marketing group—that he will retire. Bair, who Albert D. Wheelon (second from left) and is 57, has been marketing and business fellow members of the commission inves- development chief since February 2012, tigating the 1986 space shuttle Chal- following a period as leader of the 737 lenger accident, including former Aviation development group in the run-up to the Week Editor-in-Chief Robert B. Hotz (far 737 MAX launch. Previously, he was vice left), inspect shuttle hardware. president of business strategy and marketing for Commercial Airplanes but is obituary: Albert D. “Bud” Wheelon, who led the development of the frst reconnais- best remembered as vice president and sance satellite for the CIA and helped lead Hughes Aircraft to dominance as a manufac- general manager of the 787 program. turer of satellites, died in Montecito, Calif., reportedly of a form of cancer. He was 84. With Bair’s departure, Boeing Com- Wheelon also was a member of the presidential commission that investigated the loss mercial Airplanes Chief Executive Ray of the space shuttle Challenger in 1986. Conner is dividing up the roles overseen Born in Moline, Ill., Wheelon moved to Southern California and worked as a teen by the previous structure. Marketing at Douglas Aircraft, where his father was an engineer. Wheelon earned a doctorate in will now go to the sales group led by physics at the Massachusetts Institute of Technology at 23 and went to work for what Vice President Randy Tinseth, who in became TRW. In 1962, he became the CIA’s frst chief of science and technology. It was turn, reports to global sales Senior Vice there that he ran the secret Corona photo-reconnaissance satellite program, a triumph President John Wojick. The strategy ele- of technology and perseverance that did not become public until the 1990s and its ments, including products, environment pivotal role in the Cold War could be appreciated widely. and international business development, Wheelon returned to California in 1967 and took over Hughes’s satellite business, growing will be folded into the fnance group led over the years to be the leading builder of communications satellites. He was forced out in by Kevin Schemm, who will be head of 1988, when General Motors acquired Hughes. The satellite enterprise is now part of Boeing. fnance and strategy.

Avianca Takes to ATJ Fuel on closest approach, and when commu- Avianca Brasil has selected Byogy to spAce nications were restored through the U.S. supply renewable biofuel and signed Deep Space Network facility at Perth, an oftake agreement for alcohol-to-jet Juno safes itself Australia, the spacecraft had safed itself. (ATJ) fuel. The U.S. biofuel developer Engineers at Lockheed Martin and the Controllers have remained in contact already has an agreement in place in Jet Propulsion Laboratory were down- with Juno, Gasparrini said Oct. 9, and Brazil to convert ethanol produced from loading data from NASA’s Juno probe were downlinking data with an eye to sugarcane into jet fuel. In March 2012, late last week after the $1.1 billion space- developing a plan “within a few days” for the company announced a feedstock craft put itself into safe mode during a restoring normal operations. All of the agreement with Brazilian sugarcane close Earth fyby designed to sling it to- spacecraft components are in nominal ethanol producer Itapecuru Bioenergia. ward Jupiter. Early indications suggest- condition, Gasparrini afrmed. Juno is ATJ is expected to be approved for use ed the spacecraft was in good shape and the frst solar-powered spacecraft ever in aircraft during 2014, and Byogy CEO could complete its mission to collect data sent to Jupiter, using high-efciency Kevin Weiss says commercial production on the gas giant’s structure and com- gallium-arsenide solar cells mounted is on tap to begin in Brazil between late position from a polar orbit around the on three huge arrays that give the 2015 and mid-2016. planet. “Based on the fact that there are spacecraft most of its 66-ft. diameter to no failed components on the spacecraft, generate about 400 watts during data- scotland To Buy prestwick this is not going to impede our mission,” gathering at the planet. The Scottish government has an- says Tim Gasparrini, the Juno program nounced a plan to nationalize Prestwick manager at Lockheed Martin Space Sys- changing Tack International Airport near Glasgow. tems, which is controlling the mission Russian Prime Minister Dmitry Med- The airport, owned by Infratil, is losing for JPL. Gasparrini says the spacecraft vedev announced Oct. 10 the appoint- around £2 million ($3.2 million) per year. safed itself while in solar eclipse on Oct. ment of Deputy Defense Minister Oleg Infratil has been trying to fnd a buyer 9 as it passed within about 300 mi. above Ostapenko to replace Vladimir Pop- for the facility since March 2012. The South Africa for a gravity assist to Jupi- ovkin as head of Russian space agency Scottish government plans to buy the ter. The European Space Agency deep- Roscosmos. The announcement comes airport and let a private company run it, space antenna at Malargue, Argentina, as Moscow reviews proposals to cen- in a bid to safeguard jobs in an area that had dropped below the horizon, cutting tralize oversight of its space industry has high unemployment levels. of communications with the spacecraft in an efort to curb government waste

16 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst

The World

WEEK AGO* AW&ST/S&P Market Indices as of 10/9/2013 -2.1% ▼ -2.8% ▼ joint venture between Rockwell Col-

2012 2013 YEAR AGO* ▼ -2.2% ▼ lins and Elbit, the F-35 program spent

50% 44.7% MARKET INDEX VALUE 10/9 ▼ roughly $60 million for BAE’s work as

AW Aerospace 25 2122.6 27.7% 40% 15.6% ▼ AW Airline 25 1056.0 a backup plan. Those glitches are being S&P 500 1656.4 fxed in the new Gen-3 version slated for 30% fight testing in the F-35 in early 2015. In

20% lockstep with the downselect, the F-35 program executive ofcer, USAF Lt. 10% Gen. Christopher Bogdan, has cemented

YEAR-TO-DATE* a price for the upgraded, “Gen-3” helmet

0% 37.0% ▼ that will be 12% lower than the price

16.9% ▼ ▼ today, according to the program ofce.

-10% 16.1% ▼ 10/10 11/7 12/5 1/2 1/30 2/27 3/27 4/24 5/22 6/19 7/17 8/14 9/11 10/9 carter Leaving pentagon PERCENTAGE CHANGE *PERCENTAGE CHANGE Deputy Defense Secretary Ashton Carter will step down on Dec. 4, leaving the Pentagon after 4.5 years. and restore confdence in the nation’s ogy, perhaps a mixed buy or split buy of Carter joined the administration at the space program following a spate of some sort” could be an option in Seoul, start of President Barack Obama’s frst spacecraft and launch vehicle failures Muilenburg said during an Oct. 10 term as the Pentagon’s top acquisition in recent years. They include the fery roundtable with Aviation Week. ofcial under then-Defense Secretary July 2 crash of a Proton M/Block DM3 Robert Gates. In 2011, Carter was carrying three Russian Glonass navi- Helmet Fits promoted to become the second- gation satellites that veered wildly of The Pentagon is proceeding with highest ranking civilian in the Defense course due to misplaced angular rate upgrades to correct defciencies in the Department under Defense Secretary sensors on the rocket’s frst stage. original F-35 helmet made by Lockheed Leon Panetta. Martin subcontractor Vision Systems DeFense International (VSI). The F-35 Joint c-130 for Afghanistan Program Ofce on Oct. 10 issued a stop- The Afghan air force has taken deliv- Lowered expectations work order to BAE, the alternate helmet ery of its frst Lockheed C-130H Her- Smarting from South Korea’s decision developer. Plans to conduct a fight cules. The frst of two ex-U.S. Air Force to sideline Boeing’s F-15 Silent Eagle and demonstration of the two have been aircraft were handed over on Oct. 9 in reopen bidding for a new fghter, the dashed, resulting in a cost avoidance of Kabul as the fedgling air arm is trying company is now strategizing to capture $45 million to continue maturing and to rebuild its airlift capability after the some—but not all—of a forthcoming testing the alternate design, accord- USAF halted support for its Alenia buy. Boeing Defense, Space and Security ing to a statement from the F-35 ofce. C-27As at the end of 2012. Afghanistan President Dennis Muilenburg says the Owing to problems with the night-vision becomes the 70th country to operate company is still investing in development camera and jitter encountered by VSI, a the Hercules. of the Silent Eagle, which has conformal fuel tanks, a stealthy weapons bay, fy- by-wire controls and a digital electronic obituary: The second American to orbit the Earth, warfare system. Boeing remains in the Mercury astronaut M. Scott Carpenter, died Oct. 10 in game for Seoul’s yet-to-be-revamped Denver of complications following a stroke. He was 88. F-X Phase 3 competition. The original A naval aviator during the Korean War who went on to requirement was for 60 fghters to become a test pilot at NAS Patuxent River, Md., Carpenter replace aging F-4s and F-5s beginning conducted some of the frst scientifc experiments in space in 2017. Last month, Seoul sidelined a and ate some of the frst solid food consumed there. recommendation from its own procure- In the photo, Carpenter checks out the main pressure ment authority for the Silent Eagle (see bulkhead on Aurora 7, the capsule that took him through page 22). Boeing’s ofer was the only one three orbits over 4 hr., 54 min. on May 24, 1962. His sole found to comply with the bidding rules spacefight ended 250 mi. downrange from his target in the and stay within the 8.3 trillion won ($7.7 Caribbean after malfunctions in an attitude sensor, and the billion) budget. Muilenburg says South spacecraft propulsion system forced him to control reentry Korea, which is already an F-15 operator, manually. Carpenter was recovered safely by a Navy helicop- might be interested in a mixed buy of NASA/NeWScom/File Photo ter after 3 hr. foating in a life raft. the Silent Eagle and another competitor, Carpenter later became an “aquanaut” in the Navy’s Sealab program, and subsequently most likely the F-35. “The acquisition was grounded from spacefight after a motorbiking injury. He retired from NASA in 1967. that was just delayed was an acquisition As backup pilot on the frst U.S. orbital fight, Carpenter wished his colleague well as he for 60 aircraft at the same time. . . . If cleared the launch pad, famously broadcasting “Godspeed, John Glenn.” With Carpenter’s you are looking at budget constraints, death, Glenn, 92, is the last surviving member of the Mercury 7 corps of U.S. astronauts. schedule constraints, desires for technol-

18 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst New Uniform, Same Commitment

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commentary spending their discretionary incomes on shiny objects like smartphones? Or is the U.S. middle class, faced with The Great Stagnation stagnant incomes, and rising health care and education costs, simply getting squeezed? Global air travel will not rise as quickly as Finally, stakeholders should contem- plate a slower-growth future. Consider forecast, partially thanks to the maturity factor that if we are correct and the increase in air travel is 20% lower than antici- onventional wisdom is that air travel is directly tied to GDP pated, then over the next decade: •Air trafc growth will be 625 billion Cgrowth. Expand the economy, increase discretionary in- fewer revenue passenger miles than come and air travel demand growth follows. Airline strategies, current projections. infrastructure investments and aircraft production forecasts are •The air transport industry will require more than 2,000 fewer new built on this correlation. And historically, it wasn’t a bad bet: Fol- aircraft. lowing airline deregulation, U.S. enplanements (trips) grew from •Demand for aerostructures will 326 million in 1979 to 710 million by 2000. At the FAA’s annual shrink by $70 billion and aeroengines by $40 billion. Aviation Forecast Conference in 2001, the agency predicted U.S. •Demand for aircraft maintenance airlines would pass the magic mark of 1 billion passengers car- will decline by $50 billion. ried annually by 2012. Of course, aircraft production rates are linked to more than air travel Then came the growth; witness today’s large backlogs. 9/11 terrorist attacks U.S. Enplanements Per Capita Historically, 80% of deliveries are de- 3.0 in 2001, followed by rived from air travel growth, and 20% a major global reces- 2.5 for aircraft replacement. But today’s sion near the end of high fuel costs and low cost of capital the decade. Aviation 2.0 mean that 50% of new deliveries are trips per capita de- for replacements, temporarily infating clined to 2.33 in 2012 1.5 demand. This will not last in the long from 2.52 in 2000. In 1.0 run, and production rates will eventu- 2011, the FAA pushed ally revert to the mean and track with back the estimated 0.5 underlying trafc growth. arrival of the 1 billion While this is bad news for original threshold to 2021. 0 equipment manufacturers and their 1979 1984 1989 1994 1999 2004 2009 Today, it is 2027. Source: FAA suppliers, slower growth has several One could con- positive attributes, including lower clude that terror- carbon emissions, reduced airport ism and reduced economic activity then the rest of the market and the congestion and less crowded aircraft. impacted the public’s propensity to developing economies must grow at And it is not necessarily bad news for fy. However, the U.S. economy grew unrealistically high rates for a con- airlines. The U.S. air travel market has by nearly 50% from 2000 to 2012, and siderable period if current long-term mostly consolidated in response to nominal GDP per capita increased by forecasts of 5% trafc growth are to be maturity, helping most airlines posting about 40%. The sad truth is that air achieved. ICF SH&E’s forecast is 3.9% solid earnings and improved return on travel in the world’s largest market, growth over the next decade, which investment. With hope, a federal judge currently 25% of global demand, is is approximately 20% lower than the will get the memo that consolidation stagnant and in its 14th year of being industry consensus. is a natural response to maturity and decoupled from economic growth. Second, more research is needed on reject the U.S. Justice Department’s So what happened, and what does sociological behavior and its impact bid to block the planned merger of this mean for aviation stakeholders? on fying. Clearly, during the last 14 American Airlines and U.S. Airways. First, the industry needs to revisit its years, consumers in North America Above all, the maturity phenomenon growth expectations. The U.S. market have chosen to spend their discretion- should serve as a reminder that indus- is mature, and Europe/Commonwealth ary incomes on goods and services tries cannot grow in an unconstrained of Independent States—30% of global other than fying. Could time be the fashion forever. I’m not sure exactly air trafc—is rapidly following suit. scarce factor that leads to an air trav- when the U.S. will fnally reach 1 billion Western Europe may already be there. el plateau? Is the Skype generation enplanements. But I’m not holding my If half of the global market is mature, more interested in “virtual” trips and breath. c

20 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst Defense Aerospace. Better decisions deliver better outcomes.

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gram needs 300 non-U.S. orders in the next 4-5 years to prime the production South Korean air Force air South Korean line and support an orderly ramp-up. Failure to secure those orders may not kill the program, but will make it harder to gain the sunlit uplands of building 150-plus per year and un-F-22- like costs. The Netherlands cutting its buy to 37 from 85, and the U.K. punt- commentary ing two-thirds of its nominally planned oftake into the long grass of the later 2020s, are not promising signs that the A Wimp-Out With Style program’s founding partners are good for those early orders. It would be understandable if Korea South Korea fails acquisition test underestimated the importance of an hatever you think of the outcome of South Korea’s F-X Phase F-35 order to Washington and assumed that an F-15 buy would be of equal W3 fghter selection—now leaning toward the F-35 Joint Strike validity. When F-X3 was in its forma- Fighter—you cannot deny that it is a mess. The government frst tive years in 2009, the Pentagon’s high created a new agency to manage its defense procurements, set sherifs believed the F-35 program was blasting ahead toward initial opera- clear selection criteria for 60 new fghters and told the Defense Ac- tional capability this year. The Asian quisition Program Administration to git ‘er done. DAPA picked the market was a sideshow, another dish to F-15SE, a decision that the government speedily set aside. be gobbled up in due course. Korea is in no position to ignore In accordance with a common had the government not responded to U.S. government warnings about the defnition of insanity, the luckless DAPA’s frst controversial decision by two nations’ strategic relationship. agency must now go through the folding like a cheap suit. The next year or so will see how and same process in hopes of a diferent Overt pressure on the government whether Korea manages to reach a outcome. DAPA has caught one break: came from 15 former air staf chiefs, decision that meets the needs of its Eurofghter will be back for Round 2, who signed an emotional screed that armed forces, its treasury and its so DAPA will not be tied across a not too subtly evoked a possible threat major ally, while restoring interna- sole-source barrel after throwing out from F-35-armed Japan. There are a tional confdence in the integrity of its binding ofers presented in 2013. few problems with this sort of appeal. procurement process. Fighter procurements are pon- Former generals have no more ac- Korea’s about-face is a tactical win derous, complicated and subject to cess to classifed F-35 or threat data for the F-35. However, the aircraft political interference. The last-named than the rest of us (or at least they has yet to win an open, rules-based attribute is a feature, not a bug: The should not). The Japanese threat competition where all sides were ex- price tag gets the treasury involved, might play to the man in the Seoul ka- pected to bid a fxed price. Most of its other military services have to vote, raoke bar, but one does not need tinfoil committed buyers, including the U.S. and the relationship between the sup- headgear to suspect that. In the event services, signed on when the aircraft plier and its own national government of such a confict, both sides’ F-35s was promised to be much earlier and will last longer than most marriages. would succumb to software maladies cheaper than it is today. And given That said, Korea’s decision stands and stop working rather quickly. And the repeated claims of advocates that out because the government had tried while the generals may all be motivat- the price of the F-35A is headed down to do better. After Dassault noisily ed by pure patriotism, we know that into F-16 country, the fact that it was bailed out of F-X1 in 2002, alleging if paying retired ofcers to infuence beaten on price by not only the massive that the fx had been in for a U.S. win decisions were illegal, the U.S. defense twin-engine F-15 Eagle but also the from the outset, Korea tried to clean industry would have to move its busi- Eurofghter Typhoon—from the people up its act by forming DAPA. Whether ness development activities to federal who make Aston Martins, Porsches or not it was based on a study of Swe- correctional facilities. and Lamborghinis—has to raise some den’s FMV (AW&ST Feb. 25, p. 12), the There may not have been any U.S. eyebrows. Korean agency emerged with similar government pressure involved. And We’ll see what happens in the next key features: civilian, not subordinate Barney might be a real dinosaur. Ko- open, rules-based, fxed-price, profes- to the services, responsible to the rea’s 60 near-term orders (the aircraft sionally executed competition. What? whole of government, and including in are needed to replace aging F-4s, see Hey, I’m not saying defnitively that its brief, domestic research and devel- photo) are important for the F-35. As Barney can’t be some subspecies of opment. This would all have been fne recent briefngs have shown, the pro- theropoda. c

22 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst Right Capability. Right Price. Right Away.

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plains that Honda plans for the long term—it looks out 50 years, rather than 90 days. By then, he says with confdence, Honda Aircraft will be a serious producer of technically advanced fying hardware, one with the stature so associated with the name. And with Honda Motor Co. revenues commentary expected to top $110 billion, again, this

HondA AircrAft PHotos year, it can aford to wait for its baby bird to get fully fedged. Time will tell if The Long View it can soar. c Has the moment passed, or is it yet to come? enticing youth Meanwhile, at Timco Aviation Servic- uring a recent visit with a cousin in Greensboro, N.C., the es, located next door to Honda, a group of 20 new graduates from Guilford Dsubject of Honda Aircraft came up. He mentioned how Technical Community College just important the planemaker was to the community as a source completed initial training at the heavy of jobs, tax revenue and pride. Their jets are apparently very jet MRO outft. Timco regularly hires from the popular, he said. To which I responded, “quite possibly.” nearby tech college. And with good A comment he found curious. reason. Pete Laszca, general manager for the MRO operations, cites the high “Well, they haven’t actually deliv- conforming fight-test aircraft. Cus- demand for qualifed aircraft techs. ered any yet,” I explained. tomer aircraft production is underway, That situation is getting a lot of indus- “None?!” He was surprised, almost and the parking lot is so jammed with try attention. fabbergasted. the cars of its 800 full-time employees, The Westchester Aviation Associa- “Not one,” I confrmed. “The Hon- the company is pouring more mac- tion recently held another career day daJet has yet to be certifed, but that, adam. at Westchester County (N.Y.) Airport and the start of deliveries seem likely One can only speculate on the total for local high school students with the next year.” investment to date in this venture— My cousin’s reaction was under- Honda’s frst commercial aircraft standable. After all, Honda has been project—but there’s no question that working on its light jet out at Greens- it’s big. A breathtaking number. boro’s Piedmont Triad International The long gestation of the fve-pas- Airport (GSO) for the better part senger jet, distinctive for its engines of a decade. In fact, research on the (the GE Honda HF120, whose long- aircraft began in 1986. delayed certifcation is expected this The project’s original 32,000-sq.-ft. quarter) mounted on pylons atop the hangar/ofce at GSO has given way wings, has many business aviation vet- to a sprawling, ultra-modern, whistle- erans questioning the viability of the clean complex that now includes a entire enterprise. The light-jet market production, paint and training facility; has swelled and tanked during the R&D, test and delivery center; and an HondaJet’s development period. De- administrative building. And, later this spite the grim outlook, a constant food WAA week, area notables will be on hand of orders for the $4.5 million jet would clear purpose of raising their interest for the grand opening of yet another be required to cover the investment. in things aviation. Such events and Honda Aircraft building—a customer But then that’s using traditional industry/tech school partnerships are service, aircraft maintenance and measures. Honda Motor Co., the jet- becoming more the norm as indus- repair center. maker’s parent, seems to be employing try veterans retire and competition In all, Honda Aircraft now occu- a diferent formula. grows for young people with technical pies some 133 acres of land on GSO’s Michimasa Fujino, the engineer who inclinations. southeast side, including 600,000 sq. has led the project from the outset and Pete Bunce, president of the General ft. under roof. The company puts total serves as Honda Aircraft president/ Aviation Manufacturers Association, construction investment at more than CEO, has stated that the GSO complex applauds eforts to connect with the $120 million. Those buildings are now was designed to accommodate more next generation. “That’s our seed corn, full of tooling, computers and test than one aircraft model. And will. our lifeblood for the future. We’ve got a equipment. The hangars house fve Another company executive ex- great story to tell.” c

24 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst

Take off into tomorrow with MRJ Airline Intel By Bradley Perrett Asia-Pacifc Bureau Chief Bradley Perrett blogs at: AviationWeek.com/thingswithwings [email protected]

commentary medium-range aircraft, the type is still not tailored for the routes that narrowbodies commonly fy. Not Tailor-Made Airlines therefore have little reason to choose a low-weight A330-300 instead of higher narrowbody frequencies. But Even with lightweight A330-300 certifcation, sometimes higher frequency is not available, especially in Asia, where A330- airlines lack a big aircraft for moderate ranges 300s are often used on short routes that cannot accept more fights, notably ongestion, not narrowbody-beating operating economics, are Beijing-Shanghai and Shanghai-Tokyo. Clikely to support sales of the A330-300 with its new option All over the world, budget airlines of low-weight certifcation. Although Airbus is now ofering the are evolving diferently according to local conditions, notes Hong Kong aircraft with paperwork for a gross weight as low as 199 metric aviation consultant David Li. “More tons (439,000 lb.) for a range of 4,900 km (2,650 nm), the A330- specifc to Asia is a higher population 300 will still have the unchanged wing, engines and structure of density and restrictive frequencies, whether that is dictated from domes- an airliner capable of operating at 242 tons and fying 10,800 km. tic policy or bilateral agreements,” he says. “So if you’re a low-cost carrier and can only fy once a day between two cities with populations of 7 million or more, then it is likely you would be looking for a bigger airplane.” An obstacle for a budget airline using A330-300s will be fnding enough suitable routes to justify an economi- cally large feet of them—say, 20 or more. U.S. consultant George Hamlin China Eastern ﬂies its A330-300s on believes carriers will still be inclined the 1,800-km Shanghai-Tokyo route. to use A330-300s on short routes only Joepriesaviation.net when doing so fts a schedule that em- Analysts fnd it is incapable of a 2,000-nm A330-300 trip by about ploys them mainly on longer fights. If signifcantly beating the seat costs of 2%, depending on applicable air- so, then Airbus may not fnd many tak- even current-production narrowbodies port charges, says a former airlines ers for the A330-300 at a low-weight on short ranges. analyst who has studied exactly that certifcation. However, continued So airlines still have the problem possibility. Airbus says reducing the strong demand for it with full-weight they have faced since Airbus and Boe- A330-300’s weight and ftting in more paperwork could be a possibility. ing stopped building the A310 and 757 passengers will reduce costs per seat Employing A330-300s strictly on 10-15 years ago: No Western aircraft is by 15%, but the bulk of the saving must short routes would be difcult for even designed to transport more than 200 be coming from the extra seats, some Asia’s biggest budget carriers, such as passengers over only moderate ranges. ftted in place of galley space. the Air Asia group. One of its member Airlines who want a bigger cabin have The A330-300 certifed at low weight companies, AirAsia X, does fy -300s, to carry the weight needed for far should ofer about the same costs per but its mission is mainly to address more range. Since the 767-300ER is seat as an A321 with current-production destinations that A320s cannot reach no longer attracting orders as a pas- engines on moderate stage lengths. A from its Kuala Lumpur base. The senger aircraft, and the A330-200 is detailed study by another analyst found A330s of Qantas group budget carrier designed for intercontinental routes, that even with two-class medium-haul Jetstar are similarly employed, fying the next realistic step up from the seating, the A330-300’s cash operating from Australia but rarely within it. 737-9 and A321neo is the A330-300, cost per seat (that is, excluding acquisi- The awkwardness of integrating so which is almost three times as heavy. tion expenses) was a little higher than large an aircraft with narrowbody feets However, Airbus may fnd buyers for the A321’s over a 2,000-nm route. The again suggests that a large-capacity, the A330-300 by “papering it down”—a savings in maintenance and airport moderate-range aircraft is needed. The term for certifying a type with a lower charges of a papered-down A330-300 A310 and 757 were dropped instead weight without changing its design. In probably close that gap; but the new of reengined. With today’s general Asia, especially, congestion and limited technology of the 737-9 and A321neo upward drift in demanded aircraft size, trafc rights may make it attractive, blows it wide open again. Although and high fuel prices that punish excess possibly even to budget airlines. Airbus says the low-weight ofering weight, they may have been popular if Papering down will cut the cost of returns the A330-300 to its roots as a given a second chance. c

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commentary tion. In it, he complains that the space agency told the workers it was sending home, “[d]uring the furlough . . . you Misplaced Priorities will not be permitted to serve NASA as an unpaid volunteer.” “If it weren’t so explicitly stated, I Shutdown leaves NASA staf out in the cold would be one who would continue to work on my NASA projects at home, t wasn’t exactly a happy birthday. After 55 years of pushing on my own time and without compensation,” Johnson says. “I am sure I Ihumankind to places we have never been before—including lit- wouldn’t be alone.” erally out of the Solar System—NASA’s staf got to celebrate the He’s right about that. Furloughed or Oct. 1 anniversary of their agency’s founding on furlough, sent not, the team behind the Mars Atmo- sphere and Volatile Evolution (Maven) home without pay while the nation’s leaders postured for prime mission received an emergency time. Even more upsetting was just how many of them there exemption after the shutdown halted were, compared to their colleagues at other agencies. preparations for its Nov. 18 launch. The spacecraft is in fnal testing at Kennedy According to Space Center (see photo), where the fgures com- gates were closed. piled by The Maven is an orbiter designed to Washington Post, study what happened to the water 97% of NASA that once ran on the surface of Mars civil servants (AW&ST Aug. 26, p. 40). It needs to go were furloughed by mid-December to squeak through at the beginning the planetary launch window, a fact of the new fscal that somehow escaped ofcial notice year because in the rush to shut things down. Also Congress hadn’t apparently escaping notice in the appropri- priority-setting was the best value of ated any more federal work. money. There Ben Cooper/AW&ST Projects like Maven have been going has been plenty of back-and-forth from of Homeland Security—had to recall on for decades at NASA. Sometimes, all available media outlets on what lies furloughed workers to prepare for a they need a lot of time and money to behind the shutdown impasse. Read hurricane approaching the Gulf Coast. bear fruit, but the end result usually it and weep. This column is about the Who were the 86% not furloughed advances human knowledge and earns priorities that went into deciding which at Homeland Security? And Justice? the U.S. some “soft power” in the ad- workers are locked out, and which ones Even counting the FBI as essential miration of other nations for what has are “exempt.” workers, it just doesn’t seem to add been achieved. Ed Stone, the project NASA, it turns out, is at the top of up, unless perhaps it takes a lot more manager on Voyager 1, flled a large the list. There was plenty of pain to government lawyers than we realize auditorium at the International Astro- go around—the Housing and Urban to keep the secret Foreign Intelligence nautical Congress in Beijing last month Development Agency ran a close Surveillance Court busy rubber- with his lecture on evidence that the second to the space agency in its stamping wiretap warrants. That spacecraft has made it into interstellar furlough percentage (96%), followed brings us back to NASA. space (AW&ST Sept. 16, p. 12). by the Education Department (94%) “How many federal agencies—for It is difcult to understand why and the Environmental Protection that matter, how many employers— workers like Stone—who continues Agency (also 94%). At the other end have to tell their employees, ‘I’m working even though he’s well past of the scale were the Defense (18%), sending you home without pay for retirement age—rank below some of Justice (16%), Homeland Security an indefnite period of time and you the feds exempted from the furlough, (14%) and Veterans Affairs (4%) are strictly prohibited from doing particularly if you’ve ever been caught departments. any work for the company/organiza- in the 4:30 p.m. scrum at the Pentagon Certainly it is easy to argue high tion on your own time and without subway stop. But it isn’t hard to under- priority for keeping veterans’ ben- compensation?’” asks Les Johnson, stand what motivates them. efts moving. And the Pentagon later the furloughed deputy manager of the “We believe we’re making a difer- was allowed to recall its furloughed Advanced Concepts Ofce at Marshall ence in the world and we love doing it,” workers. But it starts getting tricky Space Flight Center. writes Johnson of his agency’s eforts when we learn that the Federal Emer- A blog post Johnson wrote after the at “making the Earth a better place to gency Management Agency—a part shutdown has attracted a lot of atten- live for all who inhabit it.” c

28 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst

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© 2013 BAE SYSTEMS, INC. Washington Outlook By Jen DiMascio Congressional Editor Jen DiMascio blogs at: AviationWeek.com/ares [email protected] coMMentary minent threats to safety of human life or for the protection of property,” the board said Oct. 10. Though it is clear Slow-Moving Disaster investigators would be recalled for a major transportation disaster, how the NTSB is defning other “immi- Boeing prepares for full brunt of sequestration nent threats” is murkier. The board is considering three recent events: A hile the uncertainty of two years of budget cuts and stop- twin-engine Cessna that hit a radio gap spending bills may still not seem tangible to the public, tower in Paulden, Ariz., killing four; a W single-engine Piper operated by Star “sequestration” is creating “chaos” for defense contractors. Marianas Air with seven onboard So says Dennis that disappeared near Saipan in the Muilenburg, president/ It’s a Western Pacifc; and a Washington CEO of Boeing Defense, ‘ subway system mishap in which one Space and Security. destructive track worker was killed. The win- “It’s a destructive force, force.’ ner, as it were, was the single-engine and we really need an Piper. “After careful consideration alternative solution —DENNIS it was determined that this accident to the nation’s budget MUILENBURG did meet the criteria for excepting an situation before it causes President of Boeing employee from furlough,” the NTSB irreparable damage,” Defense, Space and stated. Requests for comment were he tells Aviation Week. Security not answered; the public afairs staf The government may be remained on furlough. c crafting three diferent budget plans as a hedge Multifront engageMent against the uncertainty, One way to try to escape cataclysmic ReuteRs/Landov FiLe Photo but Boeing is planning for budget uncertainty is to cover all the a worst-case full implementation of as much as 5,000 lb. in space up to 10 bases. Consider EADS’s Lakota Light sequestration: $500 billion in budget times over 10 days. But Boeing, which Utility Helicopter, one of the programs reductions over 10 years, including a has a lot of relevant technology in its that fared poorly in President Barack $52 billion cut to the fscal 2014 budget. X-37 spaceplane, isn’t ready to commit. Obama’s long-term budget plans. The The company has cropped its defense There is some uncertainty about what Army asked for just 10 this year and workforce by 20% in the last three is and isn’t going to be funded, Muilen- no more after that. But members of years, and culled its executive ranks burg says. “It’s very clear that the X-37 Congress appear to be persuaded by by 30%. Muilenburg says Boeing will demonstrations that have occurred and EADS’s pitch of a low-cost, robust continue to invest in research in areas are occurring are being very successful, platform that delivers on time and the government says will remain a and we will leverage that technology. is entrenched in the U.S. industrial priority, including the KC-46A tanker That’s a highly valuable investment, base. The House’s spending committee and a long-range strike platform. c and it has broad applicability. If Darpa added funding to procure 31 Lakotas, proceeds, we’ll be able to inject that and its Senate counterpart funded Spaceplane QueStionS technology.” c 20. Plus, Congress might continue Among advanced developments hin- the year on stop-gap spending at last dered by the ongoing budget saga on Define DiSaSter year’s levels, which funded 34 Lako- Capitol Hill is the Defense Advanced Hobbled by the government’s partial tas. But even if lawmakers pass a new Research Projects Agency’s proposed shutdown, the National Transporta- budget, they are likely to settle on a XS-1 experimental spaceplane. Darpa is tion Safety Board is standing down, fgure somewhere between 20-31. On polling industry for interest in develop- except for the most pressing cases. top of that, National Guard ofcials in ing a reusable hypersonic vehicle with “The agency can engage in those 21 states are weighing in to support expendable upper stages that can put activities necessary to address im- the purchases. c

Strategic Priorities in a Sequestration Era. Learn which programs are being af ected and where November 13-14, 2013 government is likely to place its bets. Phoenix, AZ Register Today! www.aviationweek.com/events/adp

aviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 31 COMMERCIAL AIRCRAFT Wide Opening JAL order for Airbus A350s breaks Boeing’s hold on Japan and raises stakes for the 777X Jens Flottau Frankfurt he balance between Boeing and Airbus in one of the world’s most important air transport markets is shifting with Japan TAirlines’ (JAL) order for the A350, and the consequences will likely be transformational.

The agreement, including 31 frm or- could prompt ANA to follow JAL’s lead. ders, is so signifcant because roughly “For ANA, relying on Boeing for 777Xs 90% of the country’s market belongs means running the risk that JAL, their to Boeing. Not only are other Japa- direct competitor, will get A350s as 777 nese carriers, and All Nippon Airways replacements years before ANA does,” (ANA), in particular, now more likely to he says. “Therefore, an A350 order order Airbus aircraft, the rationale for is likely.” the close industrial tries between Boe- Bank of America Merrill Lynch ana- ing and the Japanese aerospace sector lyst Ronald J. Epstein calls JAL’s A350 could be compromised. After all, the order “a major upset” that “bodes A350 deal means JAL will order no poorly” for Boeing’s market share and Boeing 777Xs in the foreseeable future. widebody strategy. “Boeing manage- Airbus’s breakthrough in Japan ment has focused recently on its plans follows a similar success in the U.S., to dominate the widebody market as where the aircraft maker managed to the narrowbody market place more than 200 narrowbody jets becomes more commod- for customers, said with American Airlines in 2011. Other itized,” Epstein writes in a Oct. 7 at the International than a feet of Airbus A300s, American note to clients. “But if JAL’s order Society of Transport Aircraft Trad- had been exclusively tied to Boeing and is any indication, this may not be players (Istat) Europe conference in Barce- earlier to McDonnell Douglas. ing out as planned.” lona, Spain. “We are studying it.” This Teal Group analyst Richard Abou- He points out that 20 of the 35 cus- was the frst time an Airbus ofcial has lafa says the Airbus win in Japan is a tomers ordering A350s also have 777s indicated this possibility. sign that it has upped As part of the revamp to make the its game. “The bad 777-9X, Boeing is stretching the 777 old days of manage- A350 Closing on 787 further and making it larger than the ment [and] impos- Airbus A350 A350-1000. Airbus has stated that it sibly dumb program Year-to-date Orders does not see a need to lengthen the launches are over,” Total Orders 143 725 A350 beyond the 1000, which seats 350 he says. “Instead, passengers in three classes, depending Airbus is a far more Boeing 787 on confguration. But the gap between focused company Year-to-date Orders it and the next-larger model, the A380, with solid manage- Total Orders 132 979 is about 170 seats, according to stan- ment, and it seems dard layouts. Meanwhile, the proposed to be executing well” Airbus A350 and Boeing 787 frm-order totals through Sept. 30 777-9X is now almost the same size as do not include JAL’s purchase agreement for 31 A350s. on the A350. Sources: Airbus and Boeing the 747-8, at around 400 seats—10-20% But the deal is larger than the A350-1000. telling about Boeing, as well. Since at in their fleet or have revealed plans Leahy argues that Boeing is stretch- least 2011, key customers have pressed to acquire the Boeing jet. “While the ing the 777 not because there is a mar- for the 777X launch, which now looks company clearly does not want to play ket for it, but to attain needed unit-cost likely to occur at the Dubai Airshow in a market-share game at the risk of improvements. He doubts there will be November. The 777X delay provided margins, it needs to reevaluate its ‘go many buyers for an aircraft in the 400- Airbus more time to market the A350— to market’ strategy when competing seat category. But there was strong and timing was pivotal in the JAL cam- with Airbus,” Epstein says. demand in the past when Boeing still paign. Aboulafa believes the 777X has And Airbus may have one more card ofered the 747-400 and the model was a bright future, nevertheless, though he to play. “We might stretch [the A350], competitive in terms of fuel burn. If Air- concurs that Boeing’s slow progress on but we are not sure how big the market bus is correct that larger aircraft can the new jet has cost it customers and is,” John Leahy, chief operating ofcer best meet growing air travel demand,

32 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst to be renamed Vanilla), which have all- A320 feets. Skymark has ordered six A380s and will take 10 A330-300s on lease from 2014. Japan Airlines placed its Although JAL and ANA were launch frst-ever Airbus order for a customers for the Boeing 787, they were total of 31 A350s. hard hit by the aircraft’s grounding and subsequent reliability issues this year. Nonetheless, JAL was the hardest campaign for Airbus to win, if also potentially the most rewarding strategically. The story behind the A350 order has subplots involving politics, business and personalities. JAL has for some time been losing its status as the de facto national carrier of Japan. It was privatized long ago but had to be rescued in a bankruptcy restructuring through a contentious multibillion-dollar government intervention. JAL is in much better Airbus ConCept shape since emerging from bankruptcy almost two years ago, but it can no longer rely on political support. When new slots became available at Tokyo’s Haneda Airport last month, only a third went to JAL; the other two-thirds were allocated to ANA. Success in Japan repeatedly eluded Leahy, Airbus’s legendary head of sales, despite his victories in other that will then apply not only Boeing and Airbus Fleets of Japanese Passenger Airlines corners of the world that to the A380-size category, Boeing single-aisle Boeing twin-aisle AIRLINE Airbus single-aisle Airbus twin-aisle have been instrumental in but also large twin-aisles. ANA and Related Carriers bringing the manufacturer Airbus is busy with A350- 39 138 All Nippon Airways 17 roughly on par with Boeing 900 certifcation and -1000 9 4 Air Do in market share. Some say development for now, so no 14 ANA Wings Leahy’s outgoing person- company insider expects a Peach 10 ality does not mesh with quick decision on stretching AirAsia Japan 3 Japanese codes of behavior. the A350 further, though it JAL and Related Carriers CEO Fabrice Bregier, on the is clearly an option. 16 104 Japan Airlines other hand, who lived in Ja- In the meantime, the 34 JAL Express pan early in his career and A350 order from JAL could 14 Japan Transocean Air speaks some Japanese, has also reverberate through the Jetstar Japan 17 made numerous trips to To- aerospace supply chain. Ep- Others kyo since early 2012. Bregier stein says it “bears watch- 32 Skymark Airlines made it a personal goal to ing” whether the move by 13 Solaseed Air build relationships with the JAL will prompt Boeing to StarFlyer 11 major Japanese airlines and outsource fewer 777X com- Source: Aviation Week Intelligence Network eet database eventually win them over to ponents, such as the center Airbus. wingbox, to Japanese suppliers. Mi- lines—initially, ANA, JAL and Japan Moreover, JAL’s strongly traditional tsubishi, Kawasaki and Fuji are major Air System (JAS)—became the most culture changed under Chairman Ka- suppliers on the 787 program. Airbus faithful buyers of Boeing jets. JAS also zuo Inamori, the founder of electron- is considering increasing the Japanese operated 30 Airbus A300s, which JAL ics giant Kyocera, during and after its workshare in the A350 program. inherited in its takeover of JAS a de- bankruptcy. Early on, Inamori stated Boeing’s decades-long near-monop- cade ago, and ANA has been operating that it was not normal for an airline of oly in Japan, facilitated by the close po- A320 family jets for years, although its JAL’s size to rely on just one supplier. litical ties and long-standing industrial long-haul feet is still exclusively Boeing. The 787 problems have surely made it relationship between the U.S. and Ja- That may change soon. tougher for the airline to continue to pan, has made the country’s aerospace Airbus has already cornered the new stick exclusively with Boeing. industry Boeing’s most important inter- low-fare and smaller regional or domes- JAL operates a feet of 45 777s now, national supply network. tic airlines in Japan such as Star Flyer, with 777-200s and -300s primarily In turn, the major Japanese air- Jetstar Japan and AirAsia Japan (soon used domestically, and -200ERs and

AviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 COMMERCIAL AIRCRAFT

-300ERs on international routes. JAL body aircraft for the eventual replace- ANA plans to start replacing its 777s had previously said it might split the ment of its 777s, as well. It operates 55 around 2020. replacement order for its interna- 777s, including -200s, -200ERs, -300s While persuading JAL to buy Air- tional and domestic 777 feets, but it and -300ERs. The 25 777s used on bus aircraft was politically challenging, has opted to cover both with A350s. international routes will be replaced things will likely come down at ANA The mix of variants for international frst, an ANA spokesman says. The air- to the usual factors driving aircraft and domestic routes remains to be de- line is “collecting information” on the purchase decisions: product quality, cided. JAL has said it is not interested 777X and the A350, which it regards timing and price. c in larger widebodies, such as the A380 as the aircraft best-suited to replace or 747-8. the 777s, an ANA ofcial says, adding With Adrian Schofield and Joseph C. ANA is close to selecting new wide- that a decision could be made “soon.” Anselmo.

ing up positions for the A380 before Long-Haul Struggle year-end, it has not received a single frm order for the type this year, ac- Airbus A380 sales target cording to Leahy. Doric Asset Finance signed up for looks increasingly remote 20 A380s at the Paris air show in June, and although that has not been turned into an actual order, Leahy says there is a chance the deal can be completed in 2013. He does not see Airbus competing Lufthansa has reduced its A380 order to 14 from 17 aircraft.

for A380 placements with Doric, which is the only lessor with a commitment for the aircraft. Aside from the Lufthansa reduction, several more of the 259 frm orders for the A380 are looking shaky. Leahy says “it is publicly known” that Virgin Atlan- JoepriesAviAtion.net tic’s order for six A380s includes can- irbus aimed to tally 25 new or- for 14 A380s and 747-8s and a current cellation rights, and the airline has in- ders in 2013 for its largest air- in-service fleet of 23 747-400s, which dicated many times that it is unlikely to Acraft, the A380. But after one will be replaced over time. In addition, take the aircraft. He also indicates that high-profle cancellation, Airbus now Buchholz points out that there will al- Hong Kong Airlines, with 10 A380s on has three fewer orders than at the be- ways be routes such as Frankfurt-Jo- order, might “convert” its commitment ginning of the year. Could this be the hannesburg that are too big to be fown to “other products.” Kingfsher Airlines beginning of a trend? with smaller jets. is still listed with fve orders, although The A380 has been selling slowly for However, the major shift toward it stopped fying in 2012. some time, which Airbus has attributed larger jets long predicted by Airbus And there are serious doubts that to the sluggish world economy. While has not happened yet. And the manu- Air Austral will take its two A380s that that is certainly a factor, Lufthansa’s facturer is making the move tougher were intended to fy between Paris and decision to reduce its frm orders to 14 for airlines by ofering highly efcient the French overseas departments in from 17 raises more questions. twin jets. Chief operating officer for a very high-density confguration. Air The airline’s move is part of its long- customers, John Leahy, says airlines France has delayed some of its A380 term planning process, which aims for would have to install 550-560 seats deliveries as it continues its restructur- 3% annual growth. The carrier also in an A380 for the aircraft to match ing program and cuts back on capital placed orders for 25 Airbus A350-900s the unit costs of the A350-1000 that expenditures. and 34 Boeing 777-9Xs. Lufthansa’s se- will enter the market in 2017. In other Airbus still has “a couple of slots” nior vice president for corporate feets, words, essentially all current opera- open for the A380 in 2015, but those can Nico Buchholz, says the original order tors are fying the aircraft in confgu- only be taken by airlines that already for the A380 was placed more than rations that are much less attractive in operate the type. The Lufthansa cancel- 10 years ago and has just now been terms of unit costs. lation afects production slots beyond adapted. The airline concludes that it Leahy characterizes the Lufthansa 2015, thus it does not worsen Airbus’s needs fewer aircraft in the very large decision as a “favour du jour.” “Let’s short-term manufacturing problem. segment than originally envisaged. see what the market is like in one or But if the aircraft maker does not fnd Lufthansa is still one of the largest two years,” he says. While Airbus is airlines to take those slots soon, it will operators in the segment, with orders talking to several airlines about frm- have to cut back on production. c

34 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst

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of the fight regime, where futter was Supersonic Trail predicted,” says Stucky. However, no futter was encountered and “the only SS2 tests on track for high-speed feather, real surprise” was an uncommanded pitch-up of around 10 deg. during ac- higher altitudes and supersonic reentry celeration. Subsequent analysis indicated that the development of a “pitch Guy Norris Los Angeles bubble” was responsible for the event. This was solved by placing four vor- tex generators on the upper surface of the wing, close to the leading-edge root area. The small devices were built and installed in short order, thanks to the Mojave, Calif.-based company’s 3-D printer. Scaled also gave new details about the tail-stall event on the 16th glide Following release from the carrier aircraft, envelope-expansion fights will include feathering at supersonic speed.

flight in September 2011. That epi- sode led to a redesign of the inboard strakes and contributed to a nine- month hiatus in test fights. The test card called for releasing SS2 from the WhiteKnightTwo carrier aircraft, and immediately entering a rapid descent, to check for flutter in the transonic region. The crew planned to rap the stick to check for damping as the nose Mobile AerospAce reconnAissAnce systeM, MArscientific.coM passed 30 deg. down, and they expect- nlike conventional rockets, tion flight to around 360,000 ft. On ed the nose to reach -25 deg. before winged vehicles face the added completion of this milestone, Scaled tracking upward and capturing Mach Uchallenge of encountering a po- Composites will turn the vehicle over 0.8 and an initial dive angle of 18 deg. tentially lethal form of unsteady oscil- to Virgin Galactic, which plans to begin Instead, Stucky expounds, “Upon lation, or futter, as they pass through commercial suborbital services from release, the downward pitch rate was the atmosphere on the way to and from the Spaceport America site, located in quick. And unlike the previous flight the airless voids of suborbital space. the Jornada del Muerto desert basin and nominal simulation, it wasn’t slow- However, following two supersonic in New Mexico, in 2014. The two-crew ing. I began trimming aft and applied fights through the heart of the poten- SS2 is designed to carry six passen- maximum upward elevon, without any tial futter zone, Scaled Composites’ gers or a science payload. noticeable efect.” The spacecraft then test pilots, evaluating Virgin Galactic’s Describing the most recent powered became inverted and, despite the crew SpaceShipTwo (SS2), report the vehi- fights at the Society of Experimental dumping water ballast, it immediately cle is rugged and stable, without any Test Pilots Symposium in Anaheim, Ca- entered a left spin, he says. “I instinc- of the transonic issues that could have lif., Scaled Composites test pilots Mark tively applied full opposite stick and rud- bedeviled the design. While the sub- Stucky, Michael Alsbury and Clint Nich- der without any noticeable efect. After sonic build-up test fights unearthed ols say the focus is now on expanding four turns, we spontaneously decided to some unexpected results before the the high-speed, high-altitude envelope activate the feathering device. It was de- start of powered fights in April, aero- following the second powered flight signed for carefree reentry from space, dynamic modifications have proved on Sept. 5. That test, which reached not as a spin recovery system, but it efective during the vehicle’s early su- Mach 1.43 and an apogee of 69,000 ft., functions well in that role.” SS2 quickly personic fights under rocket power. included the frst use of the feathering rolled upright and recovered, he adds. The fndings have built confdence in reentry system on a powered fight, and Post-fight analysis indicated the tail achieving the next major milestone for saw the vehicle’s Sierra Nevada Corp.’s had stalled negatively, was unable to the program, a supersonic reentry us- second solid rocket motor, RM2, fred counter the downward-pitch rate and ing SS2’s unique tail-plane feathering for 20 sec.—4 sec. more than the frst that the steep dive at that particular braking system. The test, if successful, powered fight on April 29. speed and altitude was outside the SS2 will open the way for longer-duration The second flight “met all objec- design envelope. The enlarged strake rocket burns, which will culminate tives” and built on the frst powered efectively “doubles the negative alpha with a maximum apogee demonstra- fight, which “took us into the middle [angle-of-attack] range,” says Stucky. c

36 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst form,” because most national security Fingers Crossed satellites are sent to geosynchronous or medium Earth orbits. Expectations are high for new Falcon 9 to prove After the Sept. 29 launch, Musk discounted the mission’s upper-stage military, commercial-satellite launch capabilities demo as “optional,” dismissed the possible cause of the abort as “nothing Amy Svitak Paris and Amy Butler Washington fundamental” and said SpaceX is still working on operating the Merlin 1D in he U.S. Air Force needs it. So do lion per launch, almost $14 million less the vacuum of space. commercial satellite operators than a Chinese Long March, Falcon 9 With more than $1 billion in commer- Tand manufacturers developing has also garnered support from the U.S. cial backlog and a dozen GTO missions new platforms with low-cost launch ser- Air Force, which sees it as a potential to execute over the next two years, vices in mind. But after the debut last alternative to United Launch Alliance Musk’s comments sent launch insur- month of the upgraded SpaceX Falcon (ULA), the Boeing-Lockheed Martin ers through the roof. 9 rocket, the promise of an afordable duopoly that charges a small fortune Yet the upper-stage anomaly did new entrant to the commercial launch to loft military payloads atop Delta 4 not stop SpaceX’s frst GTO customer, market is still just a promise. and Atlas 5 rockets. Luxembourg-based feet operator SES, Following liftof Sept. 29 from a new To date, SpaceX has achieved laud- from shipping its SES-8 communica- launch pad at Vandenberg AFB, Calif., able success with three launches of its tions satellite to the Cape in prepara- the Falcon 9 v1.1 sent a small Canadian standard Falcon 9 to the ISS. However, tion for launch on the next Falcon 9, now science satellite and three experimental “taking Dragon 220 miles above Earth scheduled for no earlier than November. payloads to polar low Earth orbit. The is quite different than the missions “Since SES is the next customer mission demonstrated the rocket’s nine we conduct,” Scott Correll, Air Force on the Falcon 9 manifest, SES’s engi- new frst-stage Merlin 1D engines in a program executive ofcer for launch, neering team is working closely with new “Octaweb” confguration, plus sig- told Aviation Week in April. “We want SpaceX to understand why SpaceX’s nifcantly longer fuel tanks and a larger to make sure the upper stage can per- new-version Falcon 9 didn’t perform payload fairing. It also afrmed as planned during its Sept. 29 that SpaceX is equipped to meet flight, which was to demon- the terms of a $1.6 billion con- strate reignition of its upper tract with NASA to launch 20 stage,” SES spokesman Yves metric tons of cargo to the In- Feltes said Oct. 8. ternational Space Station (ISS) One of dozens of commer- aboard its Dragon cargo vessel cial spacecraft in the SES feet, by the end of 2015. SES-8 is a small and arguably However, after delivering its unremarkable satellite. Built payloads to low Earth orbit, by Orbital Sciences Corp., the The Falcon 9 v1.1, 3,200-kg (7,055-lb.) spacecraft the Falcon 9 upper stage at- upgraded from the tempted—and then aborted— features 33 Ku-band transpon- a planned reignition of its new baseline rocket ders and will bolster coverage Merlin 1D vacuum engine, deal- with new engines, for rapidly growing markets in ing a blow to non-NASA cus- stretched fuel the Asia-Pacifc region. tomers counting on SpaceX to tanks and a larger But as the Falcon 9’s first loft payloads to geostationary payload fairing, launch to GTO, SES-8 is a make- transfer orbit (GTO), the desti- frst launched on or-break mission for an ecosys- nation of most telecommunica- Sept. 29. tem of fleet operators, space tions satellites. agencies, manufacturers and Since 2010, when the start- launch service providers that up space company founded have spent years retooling busi- by Internet tycoon Elon Musk ness models and tailoring future debuted the baseline Falcon 9 planning based on Falcon 9. from Cape Canaveral AFS, com- Jim Simpson, vice president mercial satellite operators have of business development at been eager for SpaceX’s suc- Boeing Commercial Satellite cess, hoping it will drive down Services, says he is eager to see prices among established pro- SpaceX launch SES-8, the suc- viders, notably Europe’s Ariane cess or failure of which will have 5 heavy-lift rocket, managed by an impact on Boeing’s pioneer- Arianespace and International ing new all-electric spacecraft, Launch Services of Reston, Va., the 702-SP. Roughly half the which markets commercial mis- weight of a chemically propelled sions of Russia’s Proton. spacecraft, these satellites can At an advertised $56.5 mil- be launched in pairs atop most ReuteRs/Gene Blevins/landov File Photo

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 37 UNMANNED SYSTEMS The U.K.’s Watchkeeper UAS is based on Elbit’s Hermes 450. rockets in production today. But Simp- son says the 702-SP is designed to make the most of the Falcon 9’s lift capacity— and its advertised price. “The launch of SES-8 validates the economies of electric propulsion,” Simpson said on the sidelines of an annual satellite industry conference in Paris last month, when the mission was still slated for October. “That’s a big milestone for Boeing.” In the meantime, SpaceX is sharing data with the Air Force on three of its Falcon 9 v1.1 missions, aiming to certify the rocket to compete for launches of national security payloads. Last year, the Pentagon authorized the Air Force to negotiate a block buy of up to 50 Edging Closer Atlas and Delta cores from ULA, 14 of which are options that could be open to competition for missions beginning Troubled Watchkeeper nears fnal hurdles in 2015. The Air Force says SpaceX must Tony Osborne London perform three successful launches of operational requirements system. But u.K. seymouR/thales RichaRd the Falcon 9 v1.1 with its new Merlin 1D t may be three years behind sched- the British Army wants to fy Watch- engine—two of them consecutive—be- ule, but the U.K.’s long-running keeper in U.K. airspace to support fore the service will consider it viable IWK450 Watchkeeper unmanned training, so it has essentially become to fy “Class A” government payloads air system (UAS) could now be on the the pilot program for certifcation of that conduct critical missions such as cusp of entering service. military UAS in the U.K. missile-warning and protected com- The system built by Thales U.K. has Thales says it received from the munications. been held back by dramatic changes MAA a Statement of Type Design As- “The Air Force considers the Falcon in the way the U.K. Defense Ministry surance (STDA), which confrms that 9 v1.1 to be a new launch vehicle. As part brings new aircraft into service. But the system has reached “an acceptable of the USAF Certifcation Agreement despite this, there is optimism that the level for design safety and integrity” to with SpaceX, this launch was a major certifcation process used by the U.K.’s meet the current stage of its develop- milestone as one of three launches re- Military Aviation Authority (MAA) ment. The system cannot be used by quired,” says Col. Kathleen Cook, Air could ultimately allow wider uses for the British Army, however, until it is Force Space Command spokeswoman. the aircraft once it is operational with given a Release to Service (RTS) cer- “The Air Force is completing the formal the British Army. tifcation, which Thales hopes will be process of determining the certifcation Watchkeeper was initially scheduled achieved by year-end. of this fight as the frst of the three re- to enter service in September 2010. The STDA for Watchkeeper is the quired SpaceX launches,” which she The timing of its introduction to test- result of a tailored Military Air Sys- says could take several months due to ing coincided with the backlash from tems Certifcation Process (MACP), the U.S. government shutdown. the 2006 Nimrod patrol aircraft crash rather than a military type certifcate, SpaceX spokeswoman Emily Shank- in Afghanistan, when the resulting because the system was already in lin says because all mission require- Haddon-Cave report’s recommenda- certifcation testing when the MACP ments were met during the Sept. 29 tions were fnally being implemented. process was ofcially introduced on launch, the company believes the Air The overhaul in the safety culture and April 1, 2012. No UAS has yet gone Force will count the fight toward cer- oversight of military air safety culmi- through the full MACP. tifcation. “While the second-stage re- nated in the formation of the MAA in Nonetheless, Thales U.K. says the start was not a mission or certifcation April 2010. certifcation represents a “major step requirement for the Sept. 29 mission, The new regulations formed by the forward” for the acceptance of UAS in it will be for the second and third cer- MAA have slowed several procure- the airspace environment and that it tification missions,” Shanklin notes. ment programs, but the process has “underpins military fying globally in The second certifcation fight will be been particularly painful for Watch- appropriate airspace.” SES-8, she adds, followed by the third, keeper, as MAA personnel have little The Watchkeeper test feet has fown Bangkok-based Thaicom’s Thaicom 6. or no experience in certifying UAS. more than 1,000 hr. over 600 fights. In the meantime, she says, “SpaceX The Royal Air Force’s General Atom- All fight testing is being carried out continues to work closely with the Air ics MQ-9 Reaper and the Hermes 450 at the UAS test range in Aberporth, Force to review all the fight data, in- system, code-named Lydian, being Wales. Once the MAA has certifed the cluding our understanding to date of used by the British Army in Afghani- aircraft and signed of its RTS, Watch- the restart anomaly and the adjust- stan as a gap-fller, skirted the process keeper may begin fights over the Salis- ments necessary.” c by being procured through the urgent bury Plain Training Area in southern

38AviAtionWeek&SpAcetechnology/october14/21,2013 AviationWeek.com/awst England. It should be able to support management program to conduct Watchkeeper’s costs have grown Royal Artillery training there from the UAS flights in controlled airspace. to £831 million ($1.3 billion) from the Qinetiq-operated Boscombe Down air- Simulations in April 2014, with trials initial £700 million, and the program feld, where the UAV is likely to mix in following in the summer, could pave was on a list of projects considered airspace with military manned trafc. the way for the system’s use in civil potentially untenable or needing to be Army pilots have been able to train protection missions such as search “rescoped.” on the system with Thales test pilots and rescue. Thales officials say the work on through a military fight-test permit. Thales and the army have been keen Watchkeeper has “pipe-cleaned” the The UAS will also be the focus of to explore those civil missions to make MAA’s process for introducing un- an upcoming trial in conjunction with wider use of Watchkeeper. Civil Avia- manned systems and established a the U.K. National Air Trafc Services, tion Authority UAS rules stipulate that path for others to follow, but it is un- which has been funded by the Single platforms must have a sense-and-avoid clear if the system will fnd its way into European Skies (Sesar) air traffic system to operate in mixed airspace. operations in Afghanistan. c

from the Watchkeeper UAS program. Embracing Change The trial will see the rotorcraft take of from a shore site, land on a Royal With ScanEagle tapped for Navy ship and then return, similar to tests carried out by the French anti-piracy, the U.K. examines navy using Boeing’s unmanned AH- 6U Little Bird last October. The CCD unmanned rotary-wing options trials will also explore sensors such a platform might use for ofensive sur- Tony Osborne London face warfare, mine countermeasures, hydrography and meteorology, as well he U.K. Royal Navy is widening its oped to inform the Royal Navy of the as general situational awareness. focus on the potential of shipborne options and the capabilities that are Results from the RWUAS project Tunmanned aerial systems (UAS). available, and what is the art of the will inform the Royal Navy’s Tactical While much of its attention has been possible,” says an industry official Maritime UAS, intended to field an on the development of a carrier strike close to the program. unmanned system capability to en- capability with the F-35 Joint Strike The RWUAS will use AgustaWest- ter service around 2020. Such a UAS Fighter and two new aircraft carriers, land’s unmanned SW-4 Solo 1.8-ton would operate from Type 45 air de- commanders are eager to broaden the light helicopter built by PZL-Swidnik. fense ships and future Type 26 Global intelligence-gathering capability of the The rotorcraft maker will draw on sup- Combat Ships, working alongside the navy’s surface feet. port from Thales, which has experience ship’s helicopter. c In June, the Defense Ministry aGustawestland signed a £30 million ($47 million) two-year deal for the contractor- owned and -operated Insitu Scan- Eagle UAS to provide intelligence- gathering for the anti-piracy mission in the Indian Ocean. This would give commanders a better sense of shipborne UAS capabilities in an operational setting. But in July, the Royal Navy signed a £2.3 million contract with Agus- taWestland to carry out a naval UAS study program, known as the Rotary Wing Unmanned Air System (RWUAS) Capability Concept Dem- onstrator (CCD). The project aims to land an AgustaWestland-built optionally piloted helicopter on a Royal Navy ship sometime next year. “The program has been devel-

AgustaWestland plans to use the PZL-Swidnik SW-4 for the RWUAS program.

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 39 DEFENSE

Comment on Pratt & Flame Out Whitney’s decertifcation and follow Pentagon con- tracting developments on our Ares blog Pentagon withhold on Pratt’s F135 contracts at: ow.ly/pe8y0 is indicative of stronger oversight voluntarily, ahead of the government’s Amy Butler Washington requirement,” Bates said in a statement for Aviation Week. LRIP 5 is valued at $1.12 billion for 35 F135 engines, including three spares. Pratt has a handshake agreement with the F-35 Joint Program Ofce for LRIP 6, including 38 engines, but has not signed the deal; the price has not been released. To date, 115 F135 engines have been delivered. The Pentagon’s payment holdback impacts three production contracts, as well as a study contract for Pratt’s F135 engine.

Pratt considers its lot-by-lot engine pricing to be competitive and does not release per-unit cost data. But based on the value of LRIP 5, the average cost is $32 million, including spares. The cost between the diferent engines for the conventional A-model, the short- Pratt & Whitney takeoff-and-vertical-landing B-model -35 engine-maker Pratt & Whit- the Navy is looking at ways to improve and the carrier-capable C-model vary ney is the latest Pentagon con- efciency in the F-35 engine. significantly, however. This is largely F tractor to attract the scrutiny DCMA notifed Pratt of the withhold due to the Rolls-Royce lift-fan on the of contracts auditors, who seem to be Sept. 30. Five percent is the maximum B-model. using sharper teeth in demanding that amount the Pentagon can withhold EVMS decertifcation is not an in- companies follow the department’s ex- from billings, according to the govern- dictment of a company’s technology or acting auditing standards. ment’s accounting regulations, says Joe its ability to deliver quality equipment. The Defense Contract Management Dellavedova, spokesman for the F-35 It does, however, indicate an inability Agency found that Pratt fell short in Joint Program Ofce. The JPO “fully for the Pentagon to certify the data adhering to auditing standards, so it is supports” the decision to impose a with- on a company’s progress in executing withholding 5% of the company’s bill- hold, he adds. programs. This means data could be ings on key F-35 contracts until a fx has All new contracts since 2012 contain fawed, which could leave a company been implemented. DCMA imposed the clauses that allow for such a sanction or program susceptible to criticism— penalty after an April audit of compli- in the event of EVMS problems, giv- warranted or not—by outside parties. ance with the Pentagon’s Earned Value ing DCMA more clout in demanding “The EVM requirement is meant Management System (EVMS) by the compliance. And, the agency is likely to protect taxpayers from over-billing company, which is owned by United to fnd other contractors with EVMS and focuses on the business systems de- Technologies. EVMS is the system by problems, so Pratt’s situation may sim- fense companies use to estimate costs which the Pentagon tracks cost, sched- ply be the tip of the iceberg. for bids; purchase goods from subcon- ule and performance of programs at F-35 Program Executive Officer tractors; manage government property contractors’ facilities. USAF Lt. Gen. Christopher Bogdan and materials; and to track costs and The manufacturer of the F135 en- met with senior Pratt & Whitney ex- schedule progress,” says Dellavedova. gine—used on the F-35 Joint Strike ecutives Oct. 4 to discuss corrections Pratt is working on four areas to Fighter—was decertifed and found to for the defciencies in the company’s improve its EVMS compliance: updat- have “inadequate compliance with four EVMS compliance, Dellavedova says. ing documentation to better align with of 32” EVMS guidelines, according to “Although we have room for im- process, improving how scheduling Matthew Bates, a Pratt spokesman. provement, we have demonstrated tools are managed and integrated, bet- DCMA’s withhold covers 5% of future our commitment to the success of the ter cost estimating and forecasting, and billings against the company’s low-rate, F135 engine program by taking on 100 improving planning for work packages. initial-production Lots 5-8 for the F135 percent of overrun risk on production The company has submitted corrective engine and the Navy’s Fuel Burn Re- engines in our last LRIP 5 [low rate action plans for each area to DCMA for duction (FBR) program, under which initial production award], and did so approval. Once the corrective actions

40 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst are approved, the company will have a However, getting recertified is a and recertification was the result of target date for recertifcation. “We are painstaking process, as demonstrated “years of misery,” a company execu- committed to having the best earned- by the length of time Lockheed Martin tive says. But, he reports, a smooth- value management system possible, has struggled with the issue. er-running operation was the end and to consistently and accurately track Bell was decertified from 2006-09, result. c performance and execution to our contracts,” Bates says. Pratt, however, is not the only manufacturer to face EVMS challenges. Bell Helicopter and Lockheed Martin were Osprey Babel Fishing the only two contractors to be decertifed in the last decade, before the standard compliance language was added New communications for V-22 key for to contracts in August 2012. Lockheed Martin, F-35 prime con- Marine Corps’ future Air Ground Task Force tractor, remains decertified for its Amy Butler Washington EVMS compliance at the Fort Worth JSF fnal assembly plant since 2010; a ost white-collar workers can- of data collection by unmanned air- similar 5% withhold was placed on the not fathom operating without craft and infrared missile-warning company’s contracts, owing to its prob- Mroutine emails or news up- and targeting-pod systems proliferat- lems. DCMA first noted Lockheed’s dates via a smartphone for even a few ing around the battlespace. deviance in 2007 and formally decerti- minutes, let alone an hour or more. Service ofcials intend to change that fed the company when the required im- But, U.S. Marine Corps troops on dynamic by felding a new communica- provements failed to be implemented. aircraft en route to potentially danger- tions gateway onboard the MV-22 by In late August, DCMA reduced the ous landing zones for missions have to early next year. It will allow the aircrew withhold on Lockheed Martin to 2%, do just that, and in dire situations. Es- onboard the tiltrotor and troops fying because the company was “making sentially, they fy blind, equipped with in the back to have improved, real-time signifcant progress on the approved a set of mission plans that does not in- situational awareness for missions. corrective action plan,” says Kenneth clude live updates. And, they are doing This is the latest nontraditional use Ross, a company spokesman. this despite an unprecedented amount of the tiltrotor troop and cargo hauler,

AviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 41 DEFENSE

360 of which are being purchased by Northrop Grumman Global Hawk SRP has a “sordid past,” having begun the service. Already, the Marine Corps Block 20 aircraft to support operations as an Ofce of Naval Research project has begun trials to test the Bell/Boe- in Afghanistan. to feld an electronic warfare (EW) sys- ing MV-22’s aerial refueling capability, “What the Marine Corps is look- tem. As an EW program, SRP “didn’t allowing for the service to pass fuel to ing for is a more cost-efective, cost- give you enough bang for your buck.” other attack and assault support air- efficient and more expeditionary Earlier this year, the service refo- craft, potentially without relying on method of something like that,” says cused the program on serving as a land-based KC-130s. Maj. Shawn Hoewing, lead ofcer for communications node. “In the future, The gateway project is an interim the Corps on this initiative. BACN that is one box that hosts all of those step, however. Ultimately, the Marine “takes up the entire aircraft. We have waveforms,” Hoewing says. “A lot of Corps wants to place a Software Re- condensed it down to one of each type people have software-defined radios. programmable Payload (SRP) radio of radio and then [added] the gateway Generally, what they bring is the abil- set on all V-22s, with an eye toward software that allows you to do the mes- ity to carry one waveform at a time. . . . eventually outftting the entire aviation sage translation.” Having a multimodule, multiwaveform feet. The ultimate plan calls for these Hoewing says the service plans this system capable of simultaneous opera- radios to support an airborne network month to test a variety of functions tions—that is where it is key. When you designed to link aviators and troops— using the interim gateway solution, in- include in there the gateway capability, those on the ground or riding in the cluding remote control of an unmanned now you are doing the translation for back of airborne platforms—to real- aircraft sensor. Separately, last spring, someone else when you arrive on the time information on the battlefeld. operators also demonstrated remote scene.” In the meantime, the With SRP, the Marines envision Corps is conducting the the V-22 and CH-53E (which is the second major test of the second candidate platform) as nodes interim gateway this to pass information among fxed- and month during a series rotary-wing aircraft and troops on the of Marine Air Ground ground. Task Force (MAGTF) trials at a Weapons A communications gateway would and Tactics Instructor allow troops to get updates on course at Marine Corps battlefeld conditions en route to a AS, Yuma, Ariz. The mission. This is lacking on tiltrotors. frst took place during a similar course in April, This would allow a task force in the says Maj. Sam Clark, a back of a V-22 to view a landing zone as pilot for VMX-22, an op- USMC Sgt. Keonaona C. PaUlo imaged by the CH-53’s infrared Dircm erational test and evaluation squadron control of an electronic warfare payload sensors, as an example, Hoewing says. operating the Osprey. hosted in the gateway box; the control- It provides troops with real-time imag- He participated in the trials; they ler was in California while the aircraft ery of a landing zone to allow for neces- were a frst-of-a-kind test for the V-22 was fying in Arizona. During the April sary replanning en route. This could and were used to demonstrate that the trials, situational awareness data pro- also allow for an intelligence analyst tiltrotor can function as a node on a vided through the gateway was avail- to retask an unmanned aircraft or its larger network. able only to pilots in the Osprey’s cock- sensor from a desk miles away from The V-22 is an ideal platform for pit; this month, the tests will feature a its fightpath. felding both the interim and eventual tablet interface that can be passed to a The Marines plan to begin felding SRP equipment because it is slated troop commander in the back of the air- SRP to the V-22 fleet in 2016, after for wide use by Marine Expeditionary craft. This will provide data to enhance test and evaluation demonstrations in Units, small groups of personnel who mission-planning en route. 2015, Hoewing says. Various spirals are operate onboard amphibious ships The Marine Corps plans to feld six envisioned, each incorporating more around the globe. Additionally, the air- of these gateways to a single Marine capability and various waveforms. The craft is large enough for integration of Expeditionary Unit early next year, effort is expected to cost about $20 various antennas needed for the many Hoewing notes. million for 30 months of development waveforms used by SRP. In the meantime, felding of a more since the restructuring this year. SRP The interim solution makes use of a elegant SRP system is in the works. is slated for delivery as a federated hardware box originally developed to “The idea is to do this concurrently, so system with its own display initially; carry the Directed Infrared Counter- there is no gap in capability,” Hoewing MV-22s would have it integrated into measures (Dircm) system, and outft- says. With the gateway, the Marines the multifunction displays already on ted with a variety of radios capable of hosted radios employing diferent wave- the aircraft during routine overhauls. communicating in various waveforms forms—such as Link 16, TTNT and Ultimately, Hoewing says, the Ma- to create the gateway. voice—in a single box on the aircraft. rines envision engaging industry to de- This is not unlike the Battlefeld Air- SRP would take that a step further velop iPhone-like applications for such borne Communications Node (BACN) by removing the individual radios and functions as remote-sensor tasking or system hastily felded by the U.S. Air replacing them with a software repro- radio-frequency identifcation tagging Force on the Bombardier BD-700 and grammable system. He acknowledges of soldiers and equipment. c

42 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst use of Litening targeting and recon- Aged but Upgraded naissance pods and precision-guided weapons, such as laser-guided bombs IAI pitches Kfr as fourth-generation fghter or electro-optical guided weapons, is expected to further enhance the Kfr’s at one-third of the price operational capabilities. Another new feature of the Kfr C10, David Eshel Tel Aviv C12 and Block 60 is the frameless wind- shield, which is designed to improve ith advanced avionics and operational tempo, could last for up to pilot visibility in the forward section. mission systems, the 1970s- 40 years,” Melamed adds. Python V air-to-air missiles are also Wera delta-winged fighter A critical factor in the Block 60 mis- supported, cued by the pilot’s line of called Kfr could rank in the same class sion efciency is the aerial refueling sight using a helmet-mounted display. as contemporary “fourth-generation” capability and airborne datalink sup- Tested against Sukhoi Su-30 fight- fghter jets, say ofcials from manufac- port. Conforming to NATO standards, er jets, those latest-generation Kfirs turer Israel Aerospace Industries (IAI). Kfr Block 60 supports Link-16 datalink equipped with EL/M-2032 radars proved The company can deliver up to 50 protocol. superior in head-on engagement, given of the Mach 2+ Kfirs, configured to “Networking is an important ele- their low radar cross-section (RCS) and the newest Block 60 standard, us- ment in the modernization of an air first-look, first-shoot of BVR missiles. ing airframes retired from Israeli air force; in the past we upgraded avi- This advantage was particularly impor- force service in the 1990s, IAI ofcials onics and complete aircraft. Now we tant where Kfrs could engage targets report. These aircraft were mothballed are ofering an upgrade to a complete at long range, while keeping a tight for- in the southern Negev desert and are fleet of aircraft—enabling members mation, allocating targets from a single in good condition for refurbishment. of a formation, or even larger groups, radar over the formation data link. Such Israel has offered these modernized fghters to Bulgaria, addressing Sofa’s planning to replace its MiG-21s and MiG-29s with Western-compatible fghter jets. Bulgaria is interested in buying 10 used fghter jets, optimizing Israel Aerospace Industries is touting Kfr Block 60’s airborne datalink support and its aerial refueling capability. them to participate in NATO combat missions. A possible procurement would be nine used F-16 Block 15s from Portugal, at a total cost of $464 million; surplus Eurofghter Typhoon fghter jets from the Italian air force will cost even more. Kfir Block 60s will cost Israel aerospace IndustrIes about one-third as much as the F-16s, to share information, targets and situ- techniques have been developed for the IAI ofcials contend. Bulgaria was also ational pictures, to assist and support Lockheed Martin F-22 and F-35 fifth- evaluating a Swedish proposal to buy each other in targeting, identifcation generation fghters. new Gripen fghters from Saab. and engagement,” explains Melamed. The assertions made by IAI are “The Kfir was designed to be a The latest confguration, designat- not theoretical. Colombian Kfrs per- tough fghter jet, well-built and ‘young ed Kfr Block 60, turns the Kfr into a formed all their ground-attack mis- in spirit.’ The Kfirs we are selecting fourth-generation fghter, IAI ofcials sions and also engaged “enemy” fght- for refurbishment logged only few say. It is based on the Colombian Kfr ers, claiming eight kills in the Red Flag hundred fight hours, their structure C10 single-seat version, with a few im- combat exercise in July 2012. is intact, without cracks or fatigue,” provements. The most notable is the in- The sale to Colombia motivated IAI says Yosef Melamed, general manager stallation of the Elta EL/M-2052 active, to offer Kfirs to other air forces. Its of IAI’s Lahav Div. “When a customer electronically scanned array (AESA) main advantages are a low acquisition picks these fighters, we activate an to replace the EL/M-2032 mechani- cost and long life cycle. Based on years assembly line where we practically cal, scanning antennas. These radars of operational use, IAI also emphasizes remanufacture the aircraft.” can simultaneously track 64 targets, Kfr’s high reliability and low operating As part of their return to fying status, engaging selected ones from beyond- cost. The acquisition cost of the Kfir Kfrs are stripped down, rebuilt, rewired visual-range (BVR) with Derby radar- Block 60 would be around $20 million and equipped with modern systems. “As guided missiles. In addition, the radar each, including the avionics and weap- the original manufacturer of the plane, supports air-to-surface operating onry, and its operating costs would be IAI guarantees these refurbished planes modes that are useful for long-range about 25% of those for an equivalent can fy 8,000 hr., which, under normal targeting of naval surface targets. The fourth-generation fghter jet. c

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 43 ENGINEERING

2005-10 under the Army-led Joint Heavy Lift project. JMR is Opposing Tilt a smaller rotorcraft, the precursor to a planned replacement for the Sikorsky UH-60 Black Hawk (see page 77). Abe Karem’s tiltrotor features The OSTR has long, light and stif blades rigidly attached to the hub, which in turn is rigidly mounted to the nacelle—a variable speed rotors, rigid blades lighter and less complex design than the articulated and gim- balled hub on the Bell Boeing V-22. Instead of a swashplate and Graham Warwick Washington pitch links, the blades are individually controlled by electric actuators in the hub, saving weight and increasing reliability. hen the Pentagon set out its Future Vertical Lift “Most designs let the rotor shake the aircraft then try to (FVL) strategy to develop a family of advanced ro- damp it. That is not a good concept,” says Karem. “We take Wtorcraft to replace its feets of helicopters originally the loads at the source—the blade—and do not make it fex- designed in the 1960s and ’70s, one goal was to engage non- ible. And we do things with the blades as they go round so as traditional suppliers to bring more innovation into the sector. not to create those loads. We need individual blade control, With the inclusion of two startup companies among the and also higher harmonic control.” four teams awarded contracts for the U.S. Army’s Joint Multi- To optimize blade-loading and maximize propulsive ef- Role technology demonstration (JMR TD), the Defense De- ciency in vertical and forward fight, rotor speed is reduced partment has taken a step toward that goal. Bell Helicopter by at least 25%, and as much as 40% in some OSTR designs, and a Sikorsky/Boeing team may still be the favorites to fy between hover and airplane mode. Rather than redesign the two high-speed rotorcraft demonstrators in 2017, but they power turbine to operate over such a wide speed range, Ka- face real competition from two relative unknowns. rem uses a multispeed gearbox to vary prop rpm while letting AVX Aircraft had already declared its hand, previously un- the engine run at its most efcient high speed. veiling the 230-kt. coaxial-rotor, ducted-fan compound helicop- Where the V-22 has a relatively short, thick wing to support ter it is designing for JMR. But Karem Aircraft was not con- the tilting rotors and avoid an aeroelastic instability known as frmed as a contender until Oct. 2, when the Army announced whirl futter, caused by oscillation of the nacelles, Karem notes the four cost-sharing technology investment agreements for the OSTR’s light and stif rotors delay whirl futter and allow a the $217 million JMR TD Phase 1 fight demonstration. longer-span, higher aspect-ratio wing for increased lift-to-drag Karem Aircraft was formed in 2000 by Abe Karem, design- ratio (3-4 times that of the V-22) and cruise efciency in airplane er of the Predator unmanned aircraft and A160 Hummingbird mode. To reduce download from rotor downwash on the longer unmanned helicopter, to develop his optimum-speed tiltrotor wing, the outboard wing extensions tilt with the nacelles. (OSTR) concept. Along with the other teams, Karem now has Hingeless rotors provide high control authority, allowing $6.5 million and nine months to complete preliminary design Karem to shrink the size of the tail, which is V-shaped on the of its JMR demonstrator, the TR36TD, after which the Army TR36TD, and reduce drag. The design uses the very high mast will select two designs to be built and fown. moments generated by the rigid rotors for pitch and directional Karem is saying little about the design, except that the stabilization and control, and in some OSTR designs, the tail demonstrator will have two 36-ft.-dia. variable-speed rotors, area is just 18% of the wing area, compared with the V-22’s 105%. powered by existing turboshaft engines, and that a production The blades, nacelles, wing and fuselage are made from version would be capable of 360 kt. in level fight—faster than lightweight, high-strength composite, which would be pro- Bell’s 280-kt. V-280 “third-generation” tiltrotor and Sikorsky/ duced in large integrated pieces using out-of-autoclave pro- Boeing’s 230-kt. coaxial rigid-rotor, pusher-propulsor design. cessing, and Karem is projecting an empty weight 20-40% But some insight into the OSTR design is available from lower than the V-22’s. He has patented a method of curing Karem’s private-venture work on the 90-seat AeroCommuter composites under tensile stress to increase the compressive and 180-seat AeroTrain commercial tiltrotors, and concept strength of the blades and upper wing skins. Aircraft systems studies of a large cargo rotorcraft, the TR75, performed from on a production OSTR would be all-electric. c

Concave spinners on Karem’s TR36TD tiltrotor would reduce loads on the rigid blades. Karem aircraft concept aircraft Karem

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Bucking the Trend Indicators for the European regional airlines remain negative, but growth is a hot topic for many

Jens Flottau Salzburg, Austria

ith only a short reprieve in 2011, European regional airlines have been in crisis mode ever since. The trend continues, but industry officials speak of a renewed sense of Woptimism, even though fgures and individual airline cases hardly justify that mood. When airline executives spoke of taken over by mainline legacy or low- proceedings, and Augsburg will cease better fortunes waiting just around the cost carriers. On the other hand, “you flying by the end of the month. And corner at the recent European Regions are already seeing the new model,” he even when the larger airlines do tap Airline Association (ERA) general as- points out. In his opinion, European re- regionals for some routes, they execute sembly, they were showing indirectly gional airlines must be less dependent cost-saving contracts that do not pro- how desperate their situation has be- on a single source of income. Instead, vide much proft. come. In the frst half of 2013, the Eu- they should spread the risk across sev- Other high-profile restructuring ropean regional airline industry con- eral streams. The three pillars region- cases include the quasi-merger of Air tinued to shrink. Passenger numbers als can count on in the future include: France regional afliates into the HOP! across the 50 ERA members declined niche point-to-point markets that are unit, which some industry analysts say by 7.2%, and the number of seats ofered too small for low-cost and mainline is a matter of not going far enough. The was down by 10.1%. In the second half of carriers; ACMI (aircraft, crew, main- ongoing problems at Iberia’s regional the year, the contraction was expected tenance, insurance) work for major air- feeders, Air Nostrum and Flybe, show to be smaller, but Europe’s regionals are lines; and ad-hoc charters, particularly that even large carriers (Flybe is the still far from a growth mode. in the 50-seat segment. largest independent regional in Eu- Nevertheless, ERA Director Gen- However, those niches appear to rope) face the same issues as their eral Simon McNamara says, “I’d like be far smaller than the sector of the smaller peers. “The most damaging to think things will improve next year. market the carriers had grown into factor for us is the economy,” McNa- I don’t think we are going to go back since the 1990s, when the 50-seat air- mara says, referring to the general to easy sailing, but at least it will be a craft revolution changed European weakness of intra-European trafc. smoother ride.” Mark Lamidey, for- air transport almost as much as it Operationally, the airlines have merly CEO of Brit Air and now a board did the U.S. market. Even supplying already changed significantly. The member at French regional conglomer- ACMI services for the majors is by no combined load factor is 10 percentage ate HOP!, says that while growth was means an assured way forward, sim- points higher than in 2002, and has still limited to Eastern Europe in 2013, ply because the majors themselves improved every year. that trend will spread nearly continent- are increasingly centering their own On the feet side, regional airlines wide in 2014. networks and hubs around the use of continue to dispose of their 50-seat But airlines are coming to the re- larger aircraft. Lufthansa alone has models, while the 70- 90-seat segment alization that methods are changing. terminated agreements with Cirrus is becoming the core. The average air- “The old model of independently op- Airlines, Contact Air and Augsburg craft size is now at 83 seats. erating regional routes is going away,” Airways over the past year. Cirrus Also, many ERA members are re- McNamara says. Those are either and Contact are now in bankruptcy verting to turboprops to reap the ben-

46 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY Defense Technology Edition

Linking Technology, Programs and Policy Across Defense

EYES FRONT Technology Targets Future Soldier Costs

Page DT8 BAE AviationWeek.com/defense aviationweek&spacetechnologyDEFENSE TECHNOLOGY EDITION octoBeR14/21,2013DT1 Contents VEHICLE DESIGN FEAturES Dt2 Vehicle Protection Concepts evolve for Armored Economy armored defense

Dt8 View to the Future Modular protection is the new wave in armor COTS equipment and apps equip sci-f warriors David Eshel Tel Aviv, Christina Mackenzie Paris and Bill Sweetman Washington DISPAtCHES ehicle protection technology has made enormous strides Dt12 Kicking tires U.S. Army takes time Vsince the improvised explosive device (IED) threat emerged rebuilding its feet in Iraq and Afghanistan, along with the use of rocket-propelled grenades (RPGs) and ballistic threats. The V-hull concept pio- Dt18 neered in South Africa was adapted and modernized for diferent conditions. New materials were introduced, starting with ceramics that had previously been confned to tank armor, progressing into sophisticated ceramic and plastic hybrid systems, and much stronger transparent materials. Slat armor and other counter-RPG techniques were adopted, and active defense systems developed. Dt14 Overseeing relief Aerial drones suit But both the Afghan and Iraqi op- The next phase was the full-scale humanitarian missions erations covered large distances, in ur- integration of advanced technology ban environments and on poor roads, to combine mobility with protection, Dt16 Streamlining research thousands of miles from the homelands from all-composite body shells to more of coalition nations. More protection sophisticated suspensions and running Combat simulator tests meant less tactical mobility. Heavy ve- gear. (The U.K.’s Foxhound, for example, dismounted technologies hicles were confned to the best roads has four-wheel steering for urban mo- and were slow and cumbersome in the bility.) The snag is that such vehicles Dt19 cities—so while they were harder to are too costly for most customers, kill, they were easier to hit. They also particularly as attention moves away used more fuel, requiring more road from the uniquely lethal Afghanistan convoys and creating yet more targets. environment and toward peacekeeping Strategic mobility sufered—even the operations. The result is that the search largest aircraft could haul only two or is on for less-expensive answers. three vehicles at a time. The cost of complex armor systems blending metals, ceramics, monolithic More camoufage, less armor is plastics and composites remains high, seen on Ocelot-S. and production capacity worldwide is

tECHNOLOGy SCAN Dt18 Printing blood vessels; shooting mobile robots; sensor resists jet heat; ample beryllium supply

FIrSt PErSON Dt22 British Maj. Gen. (ret.) Jonathan Shaw discusses cyberdefense

the next issue of the Defense technology Edition will be dated Nov. 25.

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www.exelisinc.com/IDECM F-18 photo courtesy of the U.S. Navy. Taken by Photographer’s Mate 2nd Exelis is a registered trademark and “The Power of Ingenuity” is a trademark, Class Christopher L. Jordan. both of Exelis Inc. Copyright © 2013 Exelis Inc. All rights reserved. VEHICLE DESIGN limited. At least three ex- French VAB vehicle is equipped hibitors at the recent De- with Plasan Sasa’s FlexFence fense and Security Equip- counter-RPG system. ment International (DSEi) show in London presented “They provide between 50 and 80 per- new products based on cent protection,” Maisonneuve says. steel armor: Force Protec- He adds that “it’s always a real head- tion’s Ocelot-S, a lower-cost ache integrating anti-RPG kits onto a derivative of the Foxhound; vehicle.” Most RPG defenses are de- Patria’s “new vehicle con- signed to trigger the warhead before cept,” intended as a more it contacts the hull, so they efectively versatile and roomy suc- make the vehicle wider. Moreover, cessor to the Finnish doors and hatches cannot be fouled company’s 8 X 8 Armored Renault or blocked, maintenance points on Modular Vehicle; and Nexter’s Titus, Renault Trucks Defense is also de- the vehicle must be accessible and the a V-hulled, 10-person transport with veloping a new-generation armor us- system must not hinder frepower or a drivetrain based on Tatra commer- ing competitively priced steel, on the mobility. The company opted to buy cial components. Originally the XP3, assumption there is a market for more 400 kits from Plasan Sasa after a com- Titus was developed in parallel with affordable armor to protect lower- parison with those ofered by Nexter an aluminum-hulled vehicle, XP2, but cost vehicles. The company’s product and Qinetiq. Plasan has introduced an the latter was seen as too expensive for already meets Stanag 4569 (NATO anti-RPG system called FlexFence, a today’s market. standard) Level 3 for ballistic protec- blanket-like product rather than a slat- A highlighted feature of the new tion and protects against 8-kg (17.6-lb.) ted or netted shield, which is only a few Nexter and Patria vehicles is an in- mines under the center of the vehicle. inches thick. creased useful load, expressly intended Charles Maisonneuve, Renault’s Nexter ofers its own anti-RPG sys- to allow the operator to add modular director of communications, says the tem in PG-Guard, a kit which, at 11 kg armor as threats change through the company is “working toward Stanag per sq. meter (24.2 lb. per sq. ft.), is vehicle’s lifetime, or to match the needs Level 4,” which means the armor claimed to be among the lightest solu- of a specifc operation, while accommo- would provide protection from heavy tions. The armor surrounds the vehicle dating equipment and weapons. In an environment that favors of- road mobility, and protection against An RPG is defeated by Elbit Systems’ Tityus APS. mines as well as IEDs and RPG attacks, armor may be less important, because the adversary does not know where to efectively plant a bomb or lay elBit an ambush. Thus, another Foxhound machine gun fire and from a 10-kg but panels swivel with the doors. Pan- derivative is the Ocelot-S with classic mine. There are still high-end require- els that can be quickly removed allow open-frame special forces bodywork, ments, however, and in these areas Re- accessibility to chests and hatches. lightweight armor and extensive cam- nault works with companies such as The system was designed to neutralize oufage. Germany’s IBD Deisenroth Engineer- rockets as dangerous as the tandem- Steel armor has not reached a dead ing, Holland’s Royal TenCate Advanced warhead RPG-7VR, but Nexter con- end. At DSEi, Tata Steel said it had Armor and Israel’s Plasan Sasa. “We cedes that protection varies between taken 200 sample orders for Pavise not only work with these companies 50-65%, depending on the rocket type. SBS 600P perforated armor, which but with the French procurement For main battle tanks in an urban en- had been unveiled the year before as agency DGA, with which we cooper- vironment, Nexter ofers Azur (action an experimental product emerging ate to undertake the ballistic tests on en zone urbaine)—ftted on the Leclerc from British academic research. It is products ofered by these companies,” tank—which “ofers 100 percent pro- based on a new steel alloy created with Maisonneuve explains. tection against RPG-like projectiles the aid of computational metallurgy. When the French army stated an fred under any angle,” as well as de- (By modeling molecular structures, urgent requirement for anti-RPG kits feating 14.5-mm heavy machine gun it makes it possible to design alloys for the VAB armored vehicle, this fire, artillery fragments and “some” reliably for a given set of properties.) procedure was applied to create the IEDs, according to the company. The new steel can be perforated and latest version, the Ultima, which was Nexter’s SafePro family of armor formed before it is hardened. Perfo- deployed earlier this year to protect plating includes SafePro Mine, which rated armor is light and more efective logistics units during the drawdown meets Stanag Levels 2-4; SafePro Ki- against projectiles, because the perfo- from Afghanistan. Even if these kits netic and IED, add-on passive armor rations cause the incoming round to are now more streamlined, they can- combining ceramics, composites, tumble and break up. not stop all RPGs from detonating. aluminum alloys, titanium alloys and

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We’re committed to your mission success! VEHICLE DESIGN steel providing protection up to Stanag and protect lighter vehicles, diferent and thinner, more transparent and Level 5; and SafePro SlatAlu, which threat-defeat mechanisms are being with night-vision devices. provides any vehicle with a protection considered. Such concepts are taking Another aspect of combat vehicle level “close to 70 percent” for an ex- shape at Rafael, with Trophy LV, and protection is fre suppression. As with tra weight of 10 kg per sq. meter. This Elbit Systems’ Tityus, unveiled at DSEi. mine or rocket protection, defensive is achieved with a “special aluminum Like Trophy LV, Tityus is a roof-mount- measures are taken against diferent alloy” much lighter than steel. Sla- ed system that generates a dynamic fre threats, a technique made possible tAlu can be used as a complementary “curtain” close to the vehicle, reducing by multi-zone suppression systems. system to main armor or as principal the risk of long-range collateral damage. The Israeli company LVT developed protection. An APS requires a threat-warning such a system to protect the Maxx- Renault is also researching active system that detects potential threats, Pro Mine Resistant, Armor Protected protection systems (APS) but is wres- determines whether they are a danger (MRAP) vehicles used by the U.S. in tling with the difculty of using such to the vehicle and activates the system Iraq and Afghanistan. systems in areas where there are automatically. The warning system— Such multizone systems defeat fre- likely to be “friendlies” or noncom- usually radar, electro-optical sensor, bomb attacks by putting out fres erupt- batants, owing to collateral damage or a fusion of the two—also provides ing on the roof, using foam dispensers. from a system’s explosive reaction to situational awareness for the vehicle The rubber tires and wheel wells are incoming rounds. “This means the commander and crew. protected by a different zone of the system can only be used in particular A new entry in this feld is the RPS- fre-suppression system, designed to environments such as address the challenges deserts or mountains,” of fuel and rubber fires. Maisonneuve says. The A Spider Delta detector system is costly, and only and nozzles, spraying a suitable for vehicles that liquid agent, puts out the can accommodate an ex- fire and prevents reigni- tra turret. tion. A similar system, us- So far, the Israeli Tro- ing HFC 227 extinguish- phy, developed by Rafael, ing gas, puts out fires in is the only operational the engine compartment, APS. Other solutions are while fires caused by an being tested, but none IED rupturing the fuel have been integrated into tank and igniting sprayed a combat-ready solution. fuel are often suppressed In the Israeli view, mod- by powders, protecting ern RPGs and missiles, the tank and surrounding with advanced tandem areas that may be afected warheads and superior nexteR by spraying fuel. armor penetration, are lethal to ar- Nexter Aravis vehicle in Afghani- Fire protection in the cabin requires mored vehicles of all types. stan uses PG Guard anti-rocket a diferent solution. To minimize haz- Evolving Israeli APS concepts focus protection system. ards from blast and burns, detectors on lighter systems producing scaled ef- automatically activate water-mist ex- fects, enabling a single system to deal 15 from Rada, to be displayed at the tinguishing systems. This method is with diferent levels of threats by em- Association of the U.S. Army conven- superior to HFC, due to the absence ploying diferent efectors. Some de- tion in Washington this month, which of toxic gases. The water mist flls the velopers are looking at variations on detects, tracks, classifes and locates compartment for 40-50 sec., causing the use of multiple explosively formed direct and elevated threats fired at a sudden temperature reduction that projectiles as deployed by Trophy. a protected vehicle. It computes the blocks heat buildup. Water mist also Other solutions feature powered or un- point of origin and point of impact of cools, allowing crewmembers to stay powered hit-to-kill interceptors, frag- threats, ranging from small arms to inside the protected cabin, avoiding mentation, or blast efects. Some APS anti-tank guided missiles and tank pro- enemy fre. designers are looking at directed blast jectiles. This information is essential Nexter is also addressing the prob- from wall-mounted countermeasures, for hit avoidance, whether by maneu- lem of protecting lighter vehicles but this has yet to be felded. ver, counterfre or countermeasures. against incendiary attacks. Together As the pioneer in this area, the Is- Elta’s Windguard radar, selected by with French fire equipment manu- rael Defense Forces (IDF) continues the IDF and operational with Trophy, facturer L’Hotellier, the company has to evolve two variants of Trophy. The is similar. developed the Molotov Extinction kit. 800-kg HV, already on the Merkava Another new technology is from Is- This is a set of fexible pipes on the out- Mk4 tank, protects heavy platforms, raeli armor expert Oran Safety Glass, side of a vehicle near vulnerable areas, while a 450-kg system, is for lighter which introduced transparent armor such as the roof and wheels. Either wheeled or tracked combat vehicles. based on advanced crystallized mate- automatically or manually, the pipes As noted, a major concern is mini- rials. Compared with standard lami- distribute the fre-extinguishing agent, mizing collateral damage from APS, nated glass and polycarbonate, the stored in an external pack, allowing a particularly in urban areas. To do this, transparencies are up to 60% lighter fre to be extinguished in seconds. c

DT6 aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 AviationWeek.com/defense

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built-in services, plus apps that can be From Mall to Frontline downloaded from the network. The Raptor supports networked and Commercial technology is key to infantry systems offline operating modes, as it estab- lishes ad hoc wireless connectivity or David Eshel Tel Aviv and Angus Batey and David Hambling London links over secure data networks via the soldier’s radio, where it can synchro- echnical realities, the impact of nize specifc fles among team mem- the global economic crisis and oth- bers (sending order sets or receiving Ter pressures on defense budgets reports). Raptor is physically linked to have slowed but not stopped the de- the radio when it docks in the wearer’s velopment of “future soldier” systems webbing. worldwide. The need to provide soldiers Elbit Systems opted to develop its with the kind of connectivity and situ- own ruggedized device, after testing ational awareness they routinely use demonstrated the limitations of even when out of uniform is more urgent hardened consumer systems in rough than ever. Some of the key goals, such BAE SyStEmS conditions, such as operation with pro- as reducing the size, weight and power tective suits or exposure to oil, dirt and (SWaP) requirements of the equipment dust. The Raptor includes energy-sav- a soldier carries, have not changed, but ing features and a clear display under cost is more important. Solutions need all light conditions. Future devices will to leverage the smartphone and com- BAE Systems’ Q-Warrior helmet- support operations with night-vision puting technology with which soldiers goggles. are familiar in civilian life. mounted display has a feld of view While the Raptor can link to any ra- In responding to the many differ- of 40 X 30 deg. It attaches to a dio, two sets have been integrated to ent requirements, industry is faced FAST helmet rail. Its power require- best ft DLW application—PNR-1000 with a stark choice. Manufacturers ment is similar to an iPad. and SDR7200HH. The frst is a com- will be building less equipment—with pact, lightweight UHF soldier radio, as many elements of the soldier sys- peripheral equipment, saving weight supporting voice and high-rate data tems as possible being commercial by performing functions that used to communications. The radio supports of-the-shelf (COTS) products already require separate units. up to 60 users in fve networks, shar- de-risked and reduced in price by the The next evolutionary step for ing command-and-control applica- civilian marketplace—and they are ex- Dominator is a lighter and leaner set of tions. The SDR7200HH is an advanced pected to reduce the fnancial as well equipment that weighs only 2.5 kg (5.5 software-defned multiband radio that as the SWaP burden. In addition, these lb.), known as Dominator Light Warrior accommodates any waveform that systems-of-systems will create consor- (DLW). It was announced a year ago but meets international Software Com- tia and supply chains almost as long publicly unveiled at the Defense and Se- munications Architecture standards, and complicated as those in big-ticket curity Equipment International (DSEi) matching the user’s needs and com- procurements, but with much less po- show in London last month. Adhering munication requirements. tential proft. to the modern smartphone concept, El- Complementing the soldier kit are In Israel, SWaP and cost are being bit’s new Raptor ruggedized computer observation and target-acquisition addressed as upgrades to the Elbit-in- has a 4.3-in. touchscreen, Android op- systems similar to Elbit’s Coral and tegrated Israel Defense Forces digital erating system, GPS, digital compass, Mini Coral systems, as well as dis- army program (DAP), also known as moving map and standard library of mounted satellite terminals and re- Zayad. The element of the system that mote video receivers enabling ground soldiers wear is called Dominator, and elements to tap imagery delivered by similar systems have been exported to unmanned aerial vehicles. All these several armed forces, among them the are automatically networked into the Australian Army. TORC2H command-and-control sys- Over the years, Dominator has tem. The entire ensemble is powered shrunk into a smaller, lighter, leaner by a battery pack that provides 24-36 machine, comprising the Personal hr. of operation, depending on use in- Digital Unit (PDU) wearable computer, tensity. The Raptor also implements weighing 450 grams (15.8 oz.), an 8-in. smart energy-management software touchscreen display used primarily for that controls power consumption. planning and debriefing and an eye- In the U.S., there is no Zayad-like piece tailored for combat operations. system on which to build, so a company ElBit The PDU runs a dedicated networking Elbit Systems’ Raptor is based on such as Qinetiq North America takes middleware called Tiger that stream- a mix-and-match approach to soldier lines and synchronizes data transfer to smartphone technology and man- modernization. The company’s Inte- match a user’s access permission. The ages the display, navigation and grated Warfghter program includes PDU runs voice, data, video and com- communications systems built into the Q-Hub, a small unit that gives munication interfaces supporting all the lightweight Dominator system. power and data connectivity to numer-

DT8 aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 AviationWeek.com/defense

The KC-390 has f own through design. Now orders can start f ying in.

A multi-mission aircraft like no other, the KC-390 is no longer just an ambitious concept. Having cleared Critical Design Review, we’re now offering it to potential customers for new standards of economy and performance in troop and cargo transport, search and rescue, MEDEVAC, fi refi ghting, and aerial refueling. You’ll want to know more about KC-390 capabilities such as full fl y-by-wire fl ight control, complete self-protection system, and operations on short and semi-prepared strips. Future soldiers ous devices via USB, a display produces clear, application provides a feed for real- range of low-form-factor high-resolution color time video imagery from unmanned

batteries designed to be SwEEtmAn/Aw&St Bill images. It is usable in vehicles or other sources in color and worn inside body armor sunlight and darkness, high resolution. Other applications are or placed in backpacks, and compatible with likely to be developed as needed. and various connectors night-vision goggles. The Six Q-Warrior systems are being and adaptors. focusing system allows supplied to U.S. Special Operations This innovation has the soldier to read the Command for evaluation as part of a been driven by the need Raytheon’s prototype display while looking at Defense Advanced Research Projects to integrate and support “look-to-designate” objects in the distance or Agency program. BAE Systems has numerous extant devices, system for joint terminal close by without strain- also received expressions of interest few if any made by the attack controllers in- ing. from other users who want to become company. It is being of- corporates georegistra- The application exam- early adopters. While the technology is fered piecemeal in up to tion and head-tracking ined by Aviation Week likely to be expensive at frst, the price 40 soldier modernization features. was a Blue/Red Force should fall rapidly as larger numbers procurement programs, Tracker program. This are produced. Future systems are also with a key selling point being that cus- overlays the field of view with col- likely to be smaller; Hobson says sub- tomers do not need to buy the entire ored symbols marking the location of sequent generations are likely to be system, just parts they need. friendly, hostile and non-hostile forces, closer to the size of a pair of goggles. “Very early on in the U.S., the gov- updating instantly via head movement. Raytheon is incorporating similar ernment decided that they wanted to It is intuitive: Color-coding instantly optical waveguide technology into a act as the lead systems integrator,” identifes which vehicles or troops are lightweight “look-to-designate” system says Trent Shackelford, the company’s friendly. This could be important when that allows a JTAC to acquire a target’s director of survivability projects, ex- the decision to shoot or hold fre has to coordinates and transmit them to an plaining the background to this new be made rapidly. aircraft without manually composing way of working. “They did not want to There is also an augmented reality the standard nine-line attack order. be locked down into a special custom navigation application, which over- The system has a helmet-mounted system that they would not be able to lays waypoints, items of interest and monocle, chest-pack processor and upgrade themselves and add to. One targets on the soldier’s field of view, wrist-worn control-and-display unit. of the advantages we have by break- removing the need to look down to The JTAC puts the helmet display’s ing this down into individual build- consult a map or GPS. Hobson says boresight on target and uses the CDU ing blocks is, if we can ofer a single it gives soldiers something that is as to designate it and send coordinates to power and data hub to multiple coun- easy as a talking satellite navigation the aircraft. The target cues appear on tries, then everyone benefts from the system, rather than the road atlas they the aircraft displays and can be used fact that we can divide them up, and are used to. to slew the fghter’s targeting pod onto therefore the price comes down. And An app for joint terminal air con- the objective. The system can present you would hope that there would be trollers (JTAC) indicates locations information from other sources, such interoperability between those coun- of available air assets, displaying call as Blue-Force tracking systems. All tries, as well.” signs, distance, altitude and available data is geo-registered—i.e., tagged Also presented at DSEi was BAE munitions. This is used with the force with its location on a 3-D terrain mod- Systems’ Q-Warrior, which promises to tracker app to check for friendly forces el. The same terrain database makes it be the frst practical, wide-feld-of-view near a target area, and has been suc- possible to determine target location head-up display for the dismounted sol- cessfully tested at the U.S. Army’s from the observer’s position and look dier. It is likely to be crucial for exploit- Yuma, Ariz., proving ground. Another angle. ing new sensors, communication and There are two technological keys navigation systems without overloading to making the system work, Raytheon the soldier with information. The dis- ForcE/SSGt.U.S. Air P. williAm colEmAn engineers say. The frst is the helmet play also provides a tactical advantage display, which uses the same optical by not requiring the soldier to take a waveguide screen as new-generation fnger of the trigger or look down. head-up displays and helmet-mount- Ross Hobson, engineering project ed aircraft displays. (The technology manager at BAE Systems, describes comes from Lumus of Israel.) The Q-Warrior as the military equivalent display is thinner and lighter than a of Google Glass, but much more ad- prism, uses less power, displays color vanced than its civilian counterpart. imagery and fts behind night-vision Aviation Week assessed the latest goggles. version of Q-Warrior at DSEi. It is While contractors work on integrat- The other, more difcult challenge is impressively light. The display and ing COTS technology into military fguring out where the helmet points. tracker together weigh less than 1 lb., systems, operators such as these Raytheon uses an inertial measure- thanks to optical waveguide technol- USAF JTACs are using solutions ment unit and other techniques to cor- ogy that uses difraction to display a such as the Digitally Aided Close rect long-term drift. The system will bright, infnity-focused image on a fat, Air Support suite, hosted on a com- include 3-D audio to cue the JTAC to laminated glass panel. The monocular mercial Panasonic computer. targets from other sources. c

DT10 aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 AviationWeek.com/defense

Agile, reliable and proven, AAR is a vital supplier to government Communication Systems and defense customers. DispAtches

Tap the icon in the digital AW&ST Defense Technology edition for more Shifting Gears background on the U.S. Army’s challenges in reconstituting its ground U.S. Army is developing ground vehicle feet, or go to AviationWeek.com/reset feets slowly and carefully vehicle, replacing a portion of the M2 Bradley feet. Michael Fabey Washington “The Army wants GCV to provide a full-spectrum capability to perform fter spending much of the past JLTV budget shortfalls starting in fs- ofensive, defensive, stability and sup- decade pushing its ground cal 2015.” port operations; carry a nine-soldier Aequipment to the limit to meet Bryant acknowledges that there squad; emphasize force protection; combat needs during the Iraq and Af- might be funding issues later in the and be available within seven years of ghanistan wars, the U.S. Army is tak- program associated with sequestra- beginning technology development,” ing more measured steps in rebuilding tion. And, as the GAO points out, the the GAO notes. its feets. JLTV will have to battle with other But the GCV hit early program Consider the approach in develop- major Army ground programs. speed bumps. At the beginning of the ment of the Joint Light Tactical Ve- “The Army plans to move ahead year, the Army took steps to make hicle (JLTV), a program the service with procurement of JLTV at about the program more afordable and, as shares with the U.S. Marine Corps, to the same time that it plans to start the GAO puts it, “executable.” This replace the High Mobility, Multi-Pur- procurement of other new and costly entailed extending the technology pose Wheeled Vehicle (Humvee) that programs, such as the Ground Com- development phase, delaying system has been in service since 1985. bat Vehicle (GCV) and Armored Multi- development and production, and se- “They are being deliberate,” says Purpose Vehicle (AMPV),” the GAO re- lecting a single prime contractor at the John Bryant, senior vice start of system development. president of defense “These actions provide signifcant programs for Oshkosh reductions to the funding necessary Defense, which, along to execute the program over the next with AM General and several years,” the GAO states. Lockheed Martin, received JLTV engineer- Oshkosh Defense operated a ing and manufacturing prototype at a JLTV demo in June. development contracts in August 2012 worth The total GCV program price tag $185 million for the pro- is $37.9 billion, with $7 billion of that gram. The JLTV tech- for R&D and $25.4 billion for procure- nology development ment. The Army needs 30 develop- contracts were awarded ment models and plans to buy 1,874 in October 2008, and OshkOsh Defense vehicles. the single, low-rate initial-production ports. “The procurement of all three The GCV delays are raising hopes contract is not scheduled until 2015. programs is expected to continue for for those who want to continue Brad- After taking knocks from Congress a decade or more.” ley manufacturing and improvement for spending large sums to quickly The AMPV fleet is the proposed eforts. Sens. Pat Toomey (R-Pa.) and ramp up production and deploy replacement for the M113 family of ve- Bob Casey (D-Pa.) recently wrote Mine-Resistant, Ambush-Protected hicles in brigade combat teams. It will Army Secretary John McHugh asking vehicles in Iraq and other special ve- focus on fve missions: general purpose, him to consider maintaining funding hicles for Afghanistan, the services medical evacuation, medical treatment, for Bradley manufacturing in future are taking their time with the JLTV, mortar carrier and mission command. budget requests. Bryant says, to make sure require- The Army says the AMPV will help While commending the Army for its ments and capabilities match up at the service overcome mobility defcien- recent budgetary report to the House reasonable cost. cies identifed in the M113, which also Appropriations Committee, which con- Right now, the R&D cost to develop has space, weight, power and cooling tains a fscal 2014 request of $288 mil- and buy 54,599 vehicles is $497.1 mil- limitations that prevent the incorpora- lion for modernization of the Bradley lion, while the procurement cost is tion of future technologies. The service during fscal 2014 and 2015, the sena- estimated at $22.2 billion. The total plans to buy 3,198 vehicles for $8.3- tors ask McHugh to consider funding funding package is $22.7 billion. 9.4 billion, with system development modernization of additional vehicles as Bryant says the JLTV program scheduled to start during the third the Army develops its budget for fscal should fare well under scrutiny from quarter of fscal 2014. 2015 and beyond. the Congressional Research Service The GCV, of course, is a more in- However, BAE Systems said in (CRS) and Government Accountabil- volved program meant to replace seg- September that it plans by year-end ity Ofce (GAO). The CRS, however, ments of the Army’s combat vehicle in- to close the Pennsylvania plant that notes that there could be congressio- ventory. The frst variant is intended to overhauls and upgrades military nal concerns over “reported possible be the service’s next infantry fghting equipment for the Bradleys. c

DT12 aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 AviationWeek.com/defense

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earthquake, says Col. Bill Tart, director Danger-Zone Drones of the U.S. Air Force Remotely Piloted Aircraft Capabilities Div., photos taken Unmanned systems are seen by a USAF Global Hawk were shared with non-governmental relief organiza- aiding disaster relief and peacekeeping tions to help them assess where help was most needed. U.N. peacekeepers John M. Doyle Washington from Belgium deployed four Israeli- made B-Hunter drones in Congo in nmanned aircraft systems of the Congo experiment,” adds Dorn, 2006, and Irish troops brought along (UAS) are proven intelligence who has conducted U.N.-sponsored two Israeli-made Orbiter Mini UAVs Ugatherers and terrorist hunters, peacekeeping research in Congo, Cy- in 2008. but military and civilian organizations prus, Guatemala, Haiti and Lebanon. But the missions that fall under the conducting stability operations around “There are dozens of uses for this broad heading of stability operations the world say drones may be as valu- technology,” said U.S. Army Col. (ret.) are not limited to the military, ac- able for keeping the peace. Christopher Holshek, an international cording to Jennifer Mueller, director For the frst time, United Nations’ peace and security consultant. He and of programs and operations at the In- peacekeepers are getting their own other speakers at a Sept. 16 conference ternational Stability Operations Asso- UAS to monitor truce violations and here, on unmanned systems’ role in ciation. “The term stability operations military buildups in the strife-torn peacekeeping and stability operations, has become a full-spectrum, whole-of- eastern Democratic Republic of Congo said uses include aerial monitoring of government approach,” said Mueller, (DRC). After years of deliberation, the everything from humanitarian as- whose group represents companies U.N. approved plans to acquire a Falco sistance, cease-fre and peace agree- that provide logistical and security unmanned aerial vehicle (UAV) made ments to disarmament and compli- support to peacekeeping and relief by Selex ES, a unit of Finmeccanica. ance with economic sanctions. A goal agencies, among them BAE Systems Deployment to the DRC is expected in of the conference was to launch a dia- and DynCorp International. December. logue “about using this technology for The work, for civilian or military Falco’s deployment will be “a re- peace,” Holshek said. The gathering needs, has become more dangerous. Re- ally important test case,” says Walter was sponsored by the local chapter of cent relief eforts following a 7.7-magni- Dorn, professor of defense studies at the Association for Unmanned Vehicle tude earthquake in southwest Pakistan Canadian Forces College and the Royal Systems International (Auvsi), the Re- were hampered by rocket attacks from Military College of Canada. “The U.N. serve Ofcers Association, Alliance for Balochistan separatists, including two is holding back other activities such Peacebuilding, and other peace and that just missed a helicopter carrying as deploying UAVs in Ivory Coast and stability groups. the head of Pakistan’s disaster agency. South Sudan, waiting to see the results After the devastating 2010 Haitian “Humanitarian operations are taking place in increasingly complex en- U.N. peacekeepers will use a Selex ES Falco drone, similar to this one at the vironments,” Mueller notes. “It is in- Paris air show, to monitor the confict in the Democratic Republic of Congo. creasingly difcult to get staf into the

Selex eS

DT14 aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 AviationWeek.com/defense feld for assessment of any operation Marine Corps outposts in Afghani- the reduced fying time of small, more or humanitarian crisis,” she said at a stan since November 2011, eliminat- afordable UAVs to the limited band- briefng on UAVs and stability opera- ing the need for truck convoys to width that small aircraft and develop- tions at Auvsi’s annual conference in travel dangerous roads, said Business ing countries have to handle massive August. There was growing interest Development Manager Jon McMillan. data. There is also the issue of trust: among her membership in UAVs to “In-theater, we’ve moved large water persuading governments and local supply intelligence about potential pumps and large generators,” he adds. populations to trust those who want to threats or areas in need, according to With a hoist cable, K-MAX picks up or fy unmanned aircraft in their skies. “I Mueller. And that is where unmanned delivers cargo without landing, a risk think in the next fve to 10 years, UAVs systems could be a big asset—espe- reduction in dangerous areas. will be perceived diferently” as their cially if they do not look like the drones There are issues to resolve, from role in relief grows, Mueller says. c used in missile strikes, she added. Chris Van Buiten, vice president for technology and innovation at Sikorsky, said the autonomous helicopters his company is developing through the Matrix technology program (AW&ST Aug. 5/12, p. 47) could ft the bill. He noted Sikorsky has or is developing helicopters that could mount cranes or transport water-purifcation systems. Lockheed Martin’s K-MAX unmanned cargo helicopter has been delivering heavy cargo from remote Sikorsky wants to use the Matrix Technology program to make all its vertical lift autonomous, including this S-76 helicopter.

John M. Doyle/AW&ST

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AviationWeek.com/defense aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 DT15 DispAtches

In the rife optic work, for example, Immersion Testing CTS uses the simulation to create realistic combat scenarios and determine Simulator trials dismounted what data soldiers need to survive, the cognitive burden imposed with too combat technologies much information and the optimum ergonomics of such a device—i.e., Pat Toensmeier New York whether buttons, voice commands or other activation and control features he days of front-loading equip- equipped but has a fat screen for easy are most efcient. ment programs with costly pro- setup, which CTS says takes as little Data from each test can be down- Ttotypes and field trials may be as 40 min. loaded to a computer for analysis and over—at least if a simulator devel- The simulator uses 0.5-in.-dia. review. oped by Chemring Technology Solu- tracking balls to match the movements CTS has been working with the DCC tions (CTS) gains wide acceptance for of an individual and his weapon with system in equipment and technology research and development initiatives. the display. The tracking balls are trials for almost a year, though devel- The U.K.-based company, whose mounted on a simple headset and a opment stems from the company’s long focus is defense and security tech- weapon. As an individual moves, the experience in sensors and simulation. nologies, recently developed the Dis- motion-tracking cameras relay data Funding for the simulator comes from mounted Close Combat (DCC) simu- to the software, which immediately the U.K. Defense Ministry, for which lator, which provides a most trials are being done. CTS also fully immersive envi- uses the simulator to test equipment ronment for preliminary with private companies that work with testing of concepts and the ministry. prototypes. Simulation has been gaining The DCC permits “a ground as a land forces development cost-efective analysis of future technology,” says A researcher tests a rife optic with Jonathan Farrington, a data-transmission capability in the consultant engineer at DCC simulator. CTS. “It allows modeling in the environment tool among militaries and defense without the expenses contractors in recent years, both for associated with trials.” training and product and systems de- Farrington adds that sign. Lockheed Martin, for example, the DCC simulator can received a $146 million contract in test prototypes and con- April to provide the U.S. Army with a cepts for 1/10th the cost Chemring TeChnology SoluTionS simulation-based system called Joint of a feld trial. It also minimizes the en- adjusts the video display to provide Land Component Constructive Train- vironmental impact of feld tests and is an accurate perspective. ing Capability. The software can be safer than a physical trial in evaluating Engineers program the DCC simula- programmed to present complex oper- new equipment. tor for diferent scenarios. CTS runs ational scenarios to train commanders Most importantly, though, it reduc- Virtual Battlespace 2 (VBS2) software and their staf in directing operations. es design risks and speeds the devel- from Bohemia Interactive, an open The Army, moreover, has for almost opment process. “Testing concepts in platform that uses advanced game a decade operated a program execu- a simulator provides better [perfor- technology and high-resolution video tive ofce (PEO) dedicated to simula- mance feedback] early on, instead of to simulate training scenarios for in- tion: PEO Simulation, Training and waiting for prototypes and live tri- dividuals and groups. VBS2 and the Instrumentation of Orlando, Fla. als,” he says. “This does not replace updated VBS3 are in use by the U.S. In theory, Farrington says, many live experimentation, but increases Army and Marine Corps, as well as militaries could develop their own its utility.” by forces in Canada, the Netherlands, simulation systems for product devel- The system uses commercial off- Sweden, Australia and New Zealand. opment and training, since most are the-shelf (COTS) products, including The simulator, as the name suggests, based on COTS equipment and soft- simulation software, to assure that no is primarily for development work as- ware. The real measure of a simulation component relies on a special tech- sociated with dismounted soldiers. system’s efectiveness, though, is how nology or specifc manufacturer. Two Farrington says three research areas realistic the experience is. “What we versions of the DCC are available. The are among those now being tested do [with the DCC simulator] is inte- lab-scale setup uses a 180-deg. curved with the DCC simulator: transmission grate the system very well,” he notes. c screen, six projectors mounted on a of situational data through a rife optic metal rig, four personal computers and (see photo); 3-D mapping techniques; See a video demonstration eight infrared motion-tracking cam- and electronic warfare planning and eras to create an immersive environ- information dissemination to soldiers of the Dismounted Close ment. A portable version is similarly and command centers. Combat simulator at: ow.ly/plRXc

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ink developments. “It’s a crucial step.” Copying Capillaries The Fraunhofer teams are using a laser-flashing method to link 3-D printing opens door molecules of the delicate developing capillary networks together. The re- to man-made blood vessels sponses to the fast and intense laser bursts mean the vessels are fexible Michael Dumiak Berlin and elastic. The networks are formed so that peptides line the inside walls Stuttgart, Germany-based research team working on build- of the new vessels where they interact A ing artifcial blood vessels with 3-D printers recently took with living cells and hopefully develop a special, living lining that keeps another step forward by developing gelatin “bio-inks” that can blood moving. be sprayed through inkjet nozzles without clogging them. The Fraunhofer teams are going to put the new inks to the test right The inks are an essential piece in such a complex, functioning biosystem away in developing vascularized the ongoing efort to turn printers into using a printer. skin—patches of skin nourished by medical devices that create artifcial As 3-D printing machinery and blood-vessel networks—along with a skin and muscle patches, nerve grafts, expertise advances and become less broader European consortium that has biofuids and, eventually, whole organs. expensive, it is possible to use soft- received an €8 million ($10.8 million) Research teams globally are pursing ware and computing power to model research grant to do so. 3-D printing and rapid prototyping incredibly complex networks, such as But theirs is only one efort among techniques that show great promise, vascular systems. Given the right in- several. Organovo, a startup in San Di- especially for regenerative medicine, gredients the printers should be able ego specializing in developing human which is already implanting lab-grown to do the job. This is where the inks tissue, is also experimenting in print- tissue in patients. ing vascular structures at extremely Gunter Tovar, tiny levels, according to LiveScience. a chemist and The idea is to build the seed structures polymer expert artifcially and then let living cells or- at the University of Stuttgart and Researchers lay out a form for Fraunhofer Insti- bio-ink at the Fraunhofer Institute tute for Interfacial for Interfacial Engineering and Engineering and Biotechnology. Biotechnology, has been working ganize themselves around the synthet- for the last several ic forms. Organovo CEO Keith Murphy, years with a team who could not be reached by press looking to build time, revealed to LiveScience that he blood vessel and FraunhoFer InstItute expects “tissue on demand” within the intricate capillary networks using 3-D and materials come in. Tovar’s team is next decade, serving up substitutes for printing and rapid prototyping. These using chemistry and polymer science muscle patches and nerve grafts. printers can create solid, three-dimen- to create the source bio-ink used in Researchers at Hannover Medical sional objects by building up tiny lay- building capillary networks. School in Germany demonstrated re- ers of materials such as silica, plastics, In last month’s Journal of Materials cently that they are able to use laser- metals or, in the Stuttgart researchers’ Chemistry, the group, along with col- assisted 3-D bioprinting to create skin case, biological materials integrated leagues at the Fraunhofer Institute, tissue, which showed promise when with synthetic polymers. published its most recent experiments tested on mice. And in England, Ox- These vessel networks are quite in developing bio-ink for inkjet print- ford University researchers earlier this difcult to build. They must be elas- ing of viable mammalian cells. The year developed a printing technique tic and flexible and able to interact teams are using photo-sensitive mix- using droplets and lipid molecules to and bond with living tissue, and can tures of methacrylated gelatin—basi- mimic nerves and carry out the func- be extremely tiny and complex, with cally, denatured collagen—and acetyl tion of tissues. an incredible array of branching and molecules. The acetyl thins out the The rapid progress of regenerative spaces throughout. Creating workable gelatin enough to prevent it from clog- medicine continues to be a hot topic at vessel networks, however, is essential ging inkjet nozzles, and yet the gelatin military trade shows and conferences. to building larger artifcial skin patch- can be formed into lattices, networks While mobile tissue fabrication in feld es and organs. Organs and tissue need and synthetic tubes. hospitals remains a distant goal, de- to be nourished by vascular systems. “They render nicely biocompatible, velopments in 3-D printing show it is No lab has yet succeeded in creating elastic results,” Tovar says about the more than hype. c

DT18 aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 AviationWeek.com/defense For more breaking news, go to AviationWeek.com/dti

TrAcking TArgeTs HeAT BArrier One problem in war is that enemies do not stand still to be A thermocouple developed at Cambridge University in Eng- dispatched with one shot. Hence, the importance of hitting mov- land to measure jet engine temperatures near their combus- ing targets. Rife practice in this area, tion source reduces drift by 80% at 1,200C (2,192F), and 90% though, is rare—even the U.S. Marine at 1,300C. Drift is degradation in a sensor, typically a double- Corps falls short. This could be chang- walled nickel-based thermocouple ing, however. The Marine Corps War- in this application, which monitors fghting Laboratory (MCWL) tested engine heat. High temperature af- techniques for accurately engaging fects the integrity of components moving targets last month in Quan- and thus, engine maintenance and tico, Va. Marines fred M-4 carbines life. Most nickel-based thermo- and M-27 infantry automatic rifes at couples drift above 1,000C. This is life-size plastic mannequins on tracked robots moving at 4-8 a problem because many engines mph. The robots, known as Rovers and supplied by Marathon reach 1,500C. Thermocouples are Robotics of Sydney, have sensors and wireless Ethernet. When sheathed in oxidation-resistant al- hit, a mannequin falls over, transmits data to a central control loys for heat resistance. While the and other robots, and rights itself. Marines engaged Rovers outer wall improves thermal prop- at 75 and 150 meters (246 erties, it contaminates the sensor, Peter GroneMann and 492 ft.), while stand- aggravating drift. To deal with heat and contamination, ther- ing, kneeling, prone and mocouples are installed away from combustion sources, and from ambush. Multiple temperature data are extrapolated based on relative position. shooting techniques were In the new design, Michele Scervini and Cathie Rae of the used. MCWL is analyz- Materials Science and Metallurgy Department, developed an ing data to determine outer wall of conventional oxidation-resistant nickel alloy and which techniques worked an inner wall of a diferent nickel alloy free of impurities. The best and how the fndings structure’s drift resistance means the thermocouple yields might infuence training. c more accurate data about heat and jet components. c usMC/PFC. erIC t. Keenan Photos

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AviationWeek.com/defense aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 DT19 Tech Scan

seA sTATe PredicTions Beryllium BAck on TrAck

The U.S. Navy wants to develop an onboard sensor that pro- The U.S. Air Force Research Laboratory recently announced vides ships engaged in resupply at sea forecasts of environ- the success of an initiative with industry to restore adequate mental conditions, wave motions and ship movements such as amounts of domestically manufactured primary beryllium met- pitch, heave and roll. The objective is to base materiel trans- al. The primary or high-purity beryllium is produced at a reduc- fer decisions on the best available data to increase safety and tion plant in Elmore, Ohio, operated by Brush Wellman. Access efciency. A research partnership of industry and academia, to a reliable domestic supply of primary beryllium, which is led by the Ofce of Naval Research (ONR) and Naval Surface processed into “pebbles” for use in high-tech applications, is Warfare Center Carderock Div., tested hardware and software vital to U.S. defense. Beryllium is one of the lightest metals on last month for the Environmental and Ship Motion Forecasting Earth and six times stifer than steel. It holds its shape at high (ESMF) system. The system is intended to provide a 30-sec. ad- and low temperatures, resists corrosion and has outstanding vanced warning of ship and wave movements, and up to a 5-min. electrical properties. As a result, beryllium is vital to forward- prediction window for environmental conditions. The goal is looking infrared systems on aircraft and guidance systems on to give operators and commanders enough advanced warning missiles and satellites, among other applications. The Air Force of sea and ship conditions to adjust their procedures or cancel was the executive agent for the Title III beryllium program, a an operation, if conditions warrant. The two-week sea trials multiyear efort to boost commercial production. The Elmore used sensors, hardware and software onboard an ONR research facility reportedly has nameplate capacity of 160,000 lb. per vessel. Data was de- year of beryllium, and veloped from ship- produced 11,000 lb. based surface radar, of pebbles in the first laser identification, quarter. The U.S., one detection and rang- of the few countries ing, buoys and other that mine and process equipment. ESMF the metal, extracts as

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British Army mAj. Gen. (ret.) jonAthAn shAw, CB, CBe ment cyberqualifcation was required. Then you could have your career path Born: 1957 by bouncing around departments, and education: Sedbergh School; Trinity College, you’d create a national cybercadre. Oxford; Army Staf College 1989-90, Royal College of Defense Studies 2006 Is the increasing role of reserv- Background: Platoon commander in 3 Para ists in the British military going to during Falklands war; commanding ofcer, 2 Para, help cyberdefense? 1997-99; commander, 12th Mechanized Brigade, 2002-03; colonel commandant, Parachute If it is true that the cyberthreat is to Regiment, 2008-12; chief of staf, U.K. Land the country and not the military, what Forces, 2007-09; assistant chief of defense you need is a national reserve of civil- staf (global issues), 2011-12. Is currently non- ians who have nothing to do with the executive director of Optima Defense Group Ltd. military to keep the national infrastructure on the road. I think that’s a

Optima GrOup powerful idea. But if you were to say that, it would make the nation terri- fied, and [politicians] don’t want to Digital Defender scare the public. I think the public probably needs scaring a bit, if we’re Maj. Gen. (ret.) Jonathan Shaw spent much of his British Army career in a parachute going to prepare for the attack rather regiment where his duties included commands in the Falklands and Iraq wars. He also than patch it up afterward. (Ed. Note: On Sept. 29, the Defense held staf positions in the Defense Ministry, culminating with leadership of U.K. cyberde- Ministry announced creation of a Joint fense operations. Shaw now works with Optima Defense Group Ltd., a British company Cyber Reserve that will contribute to that provides counter-IED (improvised explosive device) training and technical solutions a ‘full-spectrum military cybercapabil- in the feld, but maintains a keen interest in cyberdefense. He met with Contributing Edi- ity,’ including ofensive action.) tor Angus Batey at last month’s Defense Security and Equipment International (DSEi) exhibition in London to discuss this vital area of national security. The U.K. 2010 Strategic Defense and Security Review promised Defense Technology: As the De- ing that the institutions are more im- £650 million ($1.04 billion) for fense Ministry’s head of cyber, did portant than the executive coherence cyberdefense, but details on how you have a wider remit than de- of government, which is nonsense. it has been spent are scarce. What fending the ministry’s networks? has happened to it? Presumably, this attitude doesn’t Shaw: No, it was never expanded be- just afect cyberdefense. It was worked out in advance—that’s yond the narrow remit of protecting how the Defense Ministry put its bid defense networks. And it was an inter- My favorite Cobra (Cabinet Office in for £90 million ($146 million). The esting topic: What does defense mean Briefing Room A, a colloquial name tragedy was that an organization such if you’re facing cyberattack? Critical for committees that manage crises) as BIS (Business, Innovation and national infrastructure is the prov- incident, during the bovine foot-and- Skills Department), which has a huge ince of other government agencies, and mouth outbreak, was when a minister responsibility under the government they work with Government Commu- came in to take charge, looked around plan, only got a tiny amount because nications Headquarters (GCHQ), an the room and said, ‘I’m terribly sorry; it played the game wrong. It didn’t bid intelligence agency, which holds the you’re looking to me for leadership but properly and didn’t realize what it was technical key to that. I’m untrained for this role.’ There you about. have Whitehall in a nutshell: competent But the £650 million is irrelevant, The Cabinet Ofce manages the people who haven’t been given the com- because that’s just what you see. It defense of critical national infra- petences to do the job they’re meant to amazes me that no minister or corre- structure. Is it eective? do. It’s a systematic failing, a training spondent makes this point. The gov- problem—it’s structural, cultural, and ernment investment in cybersecurity I have sympathy for the Cabinet Ofce. it’s a disaster. And no one does anything is way larger—at least 10 times bigger. It hasn’t got the resources or authority about it. The £650 million is for new stuf, but to provide leadership, and no power. every department had to take respon- All the power is with departments be- How can defense attract and retain sibility, from its existing funding, for cause that is how Whitehall is set up. skilled people to do cyberwork? retroftting security to their systems. As Peter Ricketts (U.K. national secu- The Works and Pensions Department rity adviser, 2010-12) said: ‘We can’t When I left, [the ministry] was trying is the big one: It’s putting all govern- interfere with departments. It’s in our to create a large career path that you ment welfare data online, so the poten- constitution that ministers must be ac- could stay in for a long time. What I tial for loss [via cyberattack] is enor- countable in Parliament for the actions argued in policy discussions across de- mous. Imagine the money it’s putting of their ministries.’ That’s actually say- partments was that a national govern- in to make systems secure. c

DT22 aviation week & space technology DEFENSE TECHNOLOGY EDITION october 14/21, 2013 AviationWeek.com/defense

At DynCorp International, we know how to help our customers reduce costs while achieving new levels of performance and productivity. Whether it’s maintaining aircraft that transport our nation’s leaders, supporting globally deployed troops, or providing aircraft and land vehicle training to our allies, we have been delivering smart, practical solutions around the world for more than 60 years. From aviation to logistics, training to intelligence, DynCorp www.dyn-intl.com International provides our customers with unique, tailored solutions for an ever-changing world. efts of the type’s superior economics, Adria Airways not only anticipates the growing inbound trafc as possible, rather than relying on jets as much turning a profit soon, but it is also the airline also plans to open two sec- as they have in the past. The French- looking at strong growth over the next ondary bases. One of Adria’s CRJ900s Italian turboprop manufacturer ATR seven years. To achieve this, it must will be based in Tirana, Albania, next has been benefting from that trend far move beyond current boundaries. The year and will operate one daily fight more than Canada’s Bombardier, which airline hopes to double the number of to Frankfurt. The airline is taking ad- ofers a single type, the Q400. Turbo- passengers to 2 million between now vantage of an open skies agreement props now make up more than 40% of and 2020. Strengthening its share in between Albania and the European the ERA feet of 700-plus aircraft. the inbound tourism market and de- Union, of which the country is not a Danish leasing specialist Nordic veloping secondary bases in the region member. Aviation Capital (NAC) is pushing are the core pillars of Adria’s strategy, Also, Adria is establishing a base in ATR hard to develop a proposed 90- says CEO Mark Anzur. The two-prong Verona, Italy, using one of its CRJ200s. seat turboprop. “Filippo [ATR CEO plan is being developed as the Slove- The airline plans to introduce services Filippo Bagnato] is understating the nian government is trying to peddle to Zurich, Vienna and Brussels next demand for the 90-seater,” NAC Chair- the airline as part of a broader pack- year from the Northern Italian city. man Martin Moeller said at the ERA age of state companies that are to be Another long-struggling carrier, Air event in Salzburg. “When we talk to privatized. According to local media Malta, says it is on track to break even airlines, we see a lot of demand (for reports, China Southern has shown next year. The airline, which was on the such an aircraft). It is about time.” The an interest in acquiring a stake. brink of collapse before being rescued question is how much of that demand The airline and the Slovenian gov- by another government loan, expects would come from Europe, given that ernment are still under investigation to close the 2012-13 fnancial year end- recent large deals have been driven by by the European Commission over ing in March 2014 with only a small growth in Southeast Asia. loss of around €3 million. That Bagnato’s colleagues at Embraer are comes after losses of €13 mil- convinced that in spite of the econom- “I don’t think we are lion and €30 million in the pre- ic downturn in large parts of Europe, vious years. When its current “there is still an awful lot of markets going back to easy sailing, CEO, Peter Davies, joined the to be tapped,” as Simon Newitt, the airline two and a half years ago, Brazilian aircraft manufacturer’s vice but at least it will Air Malta had just posted a €40 president for Europe puts it. “We are million loss (on €220 million in paying a lot of attention to Eastern Eu- be a smoother ride” revenues) and was projected to rope and the Commonwealth of Inde- lose another €55 million in the pendent States region, where there are following year. a lot of pioneering airlines.” Therefore, whether a €70 million ($94.6 million) Davies says the Maltese government Embraer sees Europe as being “far recapitalization in 2011 constituted has left him a free hand to restructure from a mature market.” illegal state aid. While that process and operate the airline without politi- Some airlines, like BMI Regional, continues, the airline has been reduc- cal interference. The carrier shed 500 are forced by unusual circumstances ing losses from €67 million in 2011, to of 1,300 jobs and reduced capacity as to undergo a complete revamp in the €10 million last year. Anzur anticipates part of the European Commission ap- midst of the economic crisis. Parent Adria Airways will break even by year- proval for the restructuring, in which BMI was sold to International Airlines end. The airline expects revenues of the government provided a €52 mil- Group (IAG) and was folded into IAG €150 million this year. lion rescue loan. The total program unit British Airways—without the re- As part of the turn-around efort, was planned to raise €238 million in gional division. Chief Executive Cathal the Star Alliance member has reduced improvements with the airline itself O’Connell says the regional unit was its number of Bombardier CRJ200s providing half of that amount. The the “crown jewel” in the BMI Group, from six to four and plans to phase airline decided to sell almost all of its but independent of whether that is out the type by 2015. The airline will ancillary assets, which included hotels, true, the airline had to reinvent itself increase the CRJ900 feet to six from a travel agency and acreage. within a few months. It rebuilt its net- four and intends to stick to that model Air Malta currently operates a feet work and even entered the Swedish until at least 2018. In addition, Adria of four A319s and six A320s. Davies domestic market in an effort to find has two Airbus A319s and one A320. says the A321 would make sense for new and prosperous niches. But the The larger A320 is dedicated to char- European trunk routes such as Brus- fact that it is also seeking more charter runs—both longer-term arrange- sels, London and Frankfurt, and as ter work reveals a lot about how the ments for tour operators and for ad- a tool to compete more effectively feet is used. Also, BMI operates Em- hoc fying. against Ryanair, thanks to the air- braer ERJ 135s and 145s, which have In spite of the high fuel prices, Adria craft’s lower unit costs. Ryanair has a serious unit cost disadvantage over is not inclined to buy turboprops. based two aircraft in Malta and con- larger jets. The carrier has historically only op- trols around 30% of the market. Air Many other regional airlines have erated from its home base in Slovenia’s Malta’s market share is around 50%. been forced into painful restructuring capital, Ljubljana, but it is expanding Davies believes it is feasible in prin- programs, but the bright side is that its home market. “It is Southern Aus- ciple for smaller European airlines to a few are showing some encouraging tria, Eastern Italy and Slovenia,” An- be proftable, provided the right cost improvements. zur says. While catching as much of structure is in place. c

AviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 47 AIR TRANSPORT

the discussions,” says Steele. Will It Fly? It will take weeks before all elements of the ICAO resolution and “all words Global agreement on market-based measures to and articles are understood in a co- herent and compatible manner,” says limit aviation emissions faces frst test in Europe one industry observer. There is lingering disagreement on a threshold that Cathy Buyck Brussels and Graham Warwick Washington would exempt from MBMs the airlines of states with less than 1% of global air epending on the viewpoint, the strong mandate and a short three-year transport activity. Language that intro- deal to limit greenhouse-gas time frame to sort out the details. Air- duces the United Nations principle that Demissions reached this month at lines need and want global MBMs,” says developed nations have more responsi- the International Civil Aviation Organi- Tony Tyler, CEO and director general. bility and capacity to address climate zation (ICAO) Assembly in Montreal is “Aviation has been advocating for change is similarly under fre. either a success for aviation or a set- [this] since we developed the frst global The EU delegation, meanwhile, must back for the environment. industry targets fve years ago. We now still sell the deal to the European Par- Most airlines, governments and avia- have agreement on a global scheme and liament (EP) and member-states. The tion organizations welcomed the deal, . . . the building blocks to deliver it,” says EC is simply stating that, until 2020, which put up obstacles to a patchwork Paul Steele, executive director of the countries “should—within certain pa- of regional mechanisms becoming es- Air Transport Action Group. rameters—be able to deploy MBMs.” In tablished before a global system of mar- Environmental organizations are coordination with the EP and member- ket-based measures (MBM) is agreed less sanguine. “By essentially restrict- states, the EC “will now assess the deci- to and implemented. Environmental ing the EU’s emission trading system sion taken at ICAO in more detail before organizations and some politicians la- for aviation to its own carriers and deciding on the next steps with respect ment the agreement, which essentially airspace, ICAO has handicapped the to the EU ETS,” says a spokesman for prevents the European Union from ex- world’s leading legislation to put a price Connie Hedegaard, EU climate-change panding its own MBM, the Emissions on aviation pollution,” states the World commissioner. A meeting of environ- Trading System (ETS), to cover foreign Wildlife Fund. The U.S.-based Environ- ment ministers on Oct. 14 in Luxem- airlines fying in its airspace. mental Defense Fund says: “A bedrock bourg “will surely discuss this,” he says. Despite the setback, EU ofcials put principle of international law is that na- Peter Liese, a member of the EP’s a brave face on the agreement reached tions have the sovereign right to limit Environment Committee and driving in Montreal on Oct. 4, which commits pollution emitted in their borders. So force behind inclusion of aviation in EU ICAO to fnalize the details of a global ICAO took half a step backward with its ETS, believes there are “too many ifs MBM at its next Assembly in 2016 and attempt to narrow the ambit for coun- and buts” in the ICAO resolution and implement the system in 2020. “I am tries to implement their own [MBMs].” “unfortunately” no guarantee the sys- very pleased that after long and hard Organizations on both sides recog- tem will be introduced in 2020. “In my negotiations we finally have a global nized the EU’s role as a catalyst, frst by estimation, the European Parliament deal on aviation emissions,” said Siim introducing ETS, then by suspending will not agree that until 2020 we only Kallas, European Commission (EC) vice it for international fights until a global cover intra-European fights,” he says. president responsible for transport. deal was reached. “The EU ETS, while “The inclusion of all fights taking of “We have also avoided a damaging con- it created tensions between states, also and landing in Europe, for the part that fict among trading partners.” prompted action at a global level and they travel in European airspace, is in- The International Air Transport their willingness to ‘stop the clock’ on dispensable. This is a matter of fairness Association, which pushed for a glob- extra-European flights provided the to European airlines, their competitive al deal, was pleased. “Now we have a necessary welcome relief of tension in situation and the environment.” The EP endorsed the EC proposal to “stop the clock” on applying ETS to The ETS will “snap back” for routes beyond Europe for a year to give international ﬂights to and from ICAO time to devise a global solution. Europe, unless legislation is Until the end of this year, operators (re- changed. gardless of nationality) must surrender emissions allowances only for fights between European airports. EU law does not allow suspending the emissions trading for international aviation until 2020. If a new legislative text is not agreed upon by April, legislation as originally planned will come into force for intercontinental fights taking of and landing in Europe. With commission and EP members facing reelection in May, few are eager to take on the challenges of EU ETS. c

Joepriesaviation.net 48 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst “Excellent event, thought-provoking discussions with superior networking opportunities.” David Riemer, VP A&D Strategy, Siemens

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Pricing ţŤ řţĦŢūŧ ťŵ Ļ řţĦŢūŧ Sponsors řţĦŢūŧ Ļ ŉ řŨūŧ “Brings leaders together from a cross the Ľ řţŧŢ industry to engage in critical issue discus- tion & Dinner sions and to celebrate successes.” Press Linda Weiss, VP Talent Acquisition, BAE Systems ĽţŤĦ řŤŢŢ ĩ heavy puppy, 15 plus. Doesn’t want to fy at 2,200 rpm. I guess no hooked approaches today.” American Blimp and Lightship Europe, in an April 2013 letter to the BFU, estimated that the text message meant that the airship was overloaded by 15 ballast bags, or 375 lb. “This prompted the pilot to demand 2,200 rpm from the engines to hold the airship steady,” the companies stated. The lack of buoyancy combined with still air at the airfeld made for what the BFU describes as an “extremely difcult landing situation” for the pilot. The three passengers described ini- Bad Year German investigators say pilot error contributed to the crash of an A-6+ airship during a Goodyear safety tour.

tial contact as “very hard.” All three Airship errors marred stated that after the airship had come to a complete stop, the pilot had said Goodyear’s safety tour it was an accident. The BFU says it is “highly likely” that the airship’s single landing gear wheels German BPU were shoved rearward at touchdown, John Croft Washington registered in the U.K. since 2002, held allowing the strut to hit the ground and 69 gal. of aviation gasoline in an alumi- causing “an immense backward efective highly experienced pilot of a num tank behind the fve-seat gondola. force” that then fractured the landing Goodyear-branded airship that At the bottom of the tank were control- gear and led to a gascolator being dam- A fell to the ground in fames in lable valves and hoses that route the aged. Fuel then drained from the gasco- Riechelsheim, Germany, in June 2011 fuel to each engine, and “gascolators,” lator onto electrical components in the appears to have been responsible in small reservoirs that trap debris in the aft portion of the gondola, including fuel part for the errors that led to the fatal fuel and allow for samples to be taken to pumps and servo values, which likely crash during a safety tour across Eu- check for water or other contaminants. caused an arc that set the fuel on fre. rope, sponsored by the American tire The accident occurred on the third The passengers “made the pilot aware company. consecutive fight of the day for the acci- of the increasing fuel smell and reported According to a fnal report on the ac- dent pilot, who had accumulated 12,330 fre and heat development in the aft part cident by German aviation safety agency hr. of airship time since 1985. Goodyear of the gondola,” says the BFU. “They BFU, the American Blimp Corp. A-60+ had been conducting the fights daily at disembarked from the airship gondola. blimp was likely overloaded when the Riechelsheim since June 8. The BFU According to their statements, the pilot pilot departed Riechelsheim Airfield did not mention whether fatigue may supported them to do so.” for a 2-hr. sightseeing fight on June 12 have played a role, but did note that Lightened by about 550 lb. when the with three passengers. On the previous the “responsible public prosecutor” three passengers jumped out, the air- fight that day, the pilot experienced a ordered that no post-mortem examina- ship lifted of again with the pilot on- tail strike that broke the wheel from the tions be conducted on the pilot. “Due to board before the ground crew could airship’s rudder. The blimp was also hav- witnesses’ statements, health problems reach the scene and grab the mooring ing troubles with a microphone button were very unlikely,” says the BFU. line from its nose. that was jamming, leading the pilot at A second pilot who performed the “The burning airship continued to one point to send text messages to his frst fve fights that day noted told inves- ascend again up to about 220 feet and ground crew during the accident fight. tigators that the airship’s lifting capacity thereby drifted slowly to the east,” Goodyear had leased two airships— was below optimum during his fights, states the BFU. “Deformation of the Spirit of Safety I and II—from Lightship and he estimated the lifting capability envelope began with the increasing Europe in March 2011 to visit 20 Euro- had been further reduced by the lower- fre. Later it caved in . . . and the burn- pean countries as part of a road safety ing Sun angle in the late afternoon. ing airship crashed to the ground. It awareness campaign. The company’s For the accident fight, the pilot de- burnt out completely and only the pi- name has been synonymous with blimps parted with 475 lb. of ballast in a com- lot’s body could be recovered.” since it acquired its frst airship in 1917. partment that can only be accessed American Blimp and Lightship Eu- Built in Oregon, the 128-ft.-long A60+ when the airship is on the ground. The rope say the fuel leak could have been uses helium for lift and two Limbach BFU says he was aware of the loading avoided if the pilot had closed the valve L2000 EC1 internal combustion engines conditions, and on the return to the after the hard landing, as recommended for thrust. The airship, which had been airfeld, texted his ground crew: “It’s a in the operating manual. c

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 49 AIR TRANSPORT

lavishly,” Chairman and CEO Alexandre de Juniac said in an Struggle Anew interview with French daily Les Echos. Air France is the most leveraged of Europe’s big network Alitalia must fnd fresh funds carriers, with a net debt of €5.3 billion as of June 30. On Oct. 4 it outlined additional measures to its Transform 2015 to remain afoat restructuring plan to improve results in medium-haul and cargo businesses. A new voluntary departure plan for about Cathy Buyck Brussels 2,900 employees will be implemented in 2014 at Air France. Air France-KLM reported a net loss of €793 million for the ess than fve years after it was rescued from bankruptcy frst half of 2013. and bought by a group of private investors for €1 billion Abandoning Alitalia and its grip on Europe’s fourth-largest L($1.35 billion) Alitalia is on the ropes again. A merger air travel market, however, diverges with Air France-KLM’s with Air France-KLM is one possible scenario to save the long-term goal of further consolidation. It had advocated Italian airline, but the Franco-Dutch group is in restructur- a Franco-Dutch-Italian tripartite group before Alitalia’s ing mode itself and Italian patriotism might resist the idea of bankruptcy in 2008, and de Juniac recognizes that “Alitalia foreign operator taking control of its cherished fag carrier. strengthens our commercial footprint pretty much every- The struggling Italian group needs at least €455 million where. There are already many synergies.” in extra funding from shareholders and creditors to fend of Another option—increasing its shareholding to make it a bankruptcy and return to proftability under a new three- controlling stake—presents a diferent set of problems: Ali- year turnaround plan announced in July by CEO Gabriele talia’s inability to turn a proft does not make it an attractive Del Torchio. investment. This might be less of an issue for Etihad Airways Del Torchio, who was appointed in April and is Alitalia’s or some Chinese interests, which have been named as possi- third CEO in as many years, hired the boutique investment ble suitors, but Air France-KLM cannot aford to buy a white bank Leonardo & Co. to help tackle a liquidity crisis and ne- elephant. The Italian airline group—which comprises Alita- gotiate a much-needed €300 million line of credit. In recent lia mainline, Alitalia Express, Alitalia Cityliner and low-cost weeks, numerous high-level government ofcials, including carrier Air One—has not reported profts since its relaunch. Italian Prime Minister Enrico Letta, have been involved in It lost a cumulative €843 million in 2009-12, and its net loss talks to broker a solution, possibly a government-backed widened to €294 million in the frst six months from €201 bridge loan, and avoid default. million in the year-ago period. The operating loss deepened The Alitalia board of directors also has called an extraor- 29% year-over-year to €198 million, and total revenue fell 4%, dinary general meeting (EGM) for Oct. 14 to request share- to €1.62 billion, for the frst half of this year, in line with the holders to contribute €100 million in additional funding. This contraction of passenger numbers to 10.7 million. Its net debt appears to be unlikely to happen because judicial authorities was €946 million at the end of June and, more worrisome, have frozen the assets of one shareholder (for an unrelated available liquidity—including unused credit lines—stood at matter), while at least one other is in bankruptcy protection just €128 million. proceedings. Stockholders were requested to supply a €150 The Italian government has indicated it would be agree- million emergency loan last February—a request that gar- able to Air France-KLM doubling its shareholding,, but it also nered only €95 million of the amount needed. Now, investors wants commitments that the Alitalia brand will be retained, will be invited at the EGM to complete the signing of this along with the connectivity and use of Rome’s Fiumicino air- previous bond, bringing the total equity call to €205 million. port as a hub, especially for long-haul fights. While a multi- Air France-KLM, which is Alitalia’s largest shareholder brand, multi-hub strategy is part of Air France’s merger with a 25% stake, took part in the February convertible bond, model, de Juniac has been emphatic about having a free hand proportionate to its shareholding, but it is between a rock to restructure the airline. “Our conditions for helping Alitalia and a hard place as far as the additional funds are concerned. are very strict. If conditions are right, I’m ready to move on. “The position of Air France-KLM does not allow us to spend If they are not met, we will not go further.” c

Alitalia has not turned a proft since it was relaunched under private ownership in 2009.

Nigel HowartH/aw&St 50 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst AVIONICS

sensors operating in a portion of the short- and mid-wave Uncool Vision infrared spectrum (1.2-5 micron range). That spectrum was selected so that the sensor would pick up the refected in- Rockwell Collins develops camera frared (IR) and thermal energy in the short- and midwave infrared spectrum radiating from incandescent runway and to complete vision suite approach lights, giving pilots the cues they would normally see through the windscreen. The sensor is optimized to John Croft Washington cover four types of airport lighting and is cooled to boost its ability to register very slight (0.1 deg.) temperature dif- vionics and head-up guidance system provider ferences in a scene. Rockwell Collins is developing a passive, uncooled The future of those incandescent lights is murky, as airports A multi-spectral vision aid that will see “frst light” by begin transitioning to LED lights to cut electricity usage. The early November, marking a key benchmark in the company’s FAA is studying possible alternatives for runway approach bid to become an end-to-end enhanced fight vision system lights, including LED lights augmented with IR emitters. For (EFVS) provider. operators who have equipped with EFVS, including FedEx, Though primarily used by high-end business aviation the possibility of the FAA switching to LED lights is spawning and cargo airline FedEx, enhanced fight vision systems are fears of EFVS becoming “million-dollar paperweights.” poised to enter the mainstream airline market as a result of Rockwell Collins says its EVS-3000 will operate “across a a new FAA rulemaking. Competition among EFVS providers broader range” of the infrared spectrum, making it “the frst is expected to increase, driven in part by the FAA action and EVS to detect the full spectrum of runway lighting, including China’s declaration last year that it will equip its entire airline new LED systems being installed by airports worldwide.” feet with the technology by 2025. The company did not divulge details of the design, but With a certifed EFVS, including a head-up display with navigation guidance and video from a forward-looking imaging sensor, pilots on a precision- instrument approach, which normally has 200 ft. minimums, can use the sensor in lieu of natural vision to descend as low as 100 ft. above the runway Rockwell Collins is developing a multispectral sensor for its heads- up guidance systems. threshold. At 100 ft., the pilot must vi- sually discern the runway lights or other identifers to continue the approach. The FAA is proposing that pilots of EFVS-equipped aircraft with the prop- er training and currency be allowed to continue descending and landing using the EFVS, boosting airport capacity. The proposed rules, published in June, Rockwell collins would also give airlines relief from the so-called approach ban, high-level statements suggest a multisensor suite that will which prevents aircraft from starting an instrument approach cover a portion of the visual spectrum (0.5-0.7 microns) to if the reported cloud ceiling and visibility at the airport is be- pick up LED lights, as well as a portion of the short-wave low minimums for it. (0.7-3 microns), midwave (3-5 microns) and possibly long- The revelation of Rockwell Collins’s new sensor was not wave (8-12 microns) spectrum to capture airport lighting surprising from a strategic standpoint, given the FAA rule- and the environment. making and China’s EFVS goal. What was unexpected was Bob Yerex, vice president of sales for Astronics Max-Viz, a the decision to build an uncooled multispectral sensor as the provider of “not for credit” uncooled enhanced vision systems core of the new EVS-3000, diverging from industry norms of for general and business aviation, sees the biggest challenge using more expensive cooled sensors for systems certifed for coming from the midwave sensor. He says Max-Viz has looked lower landing minimums. The new sensor is being developed at uncooled midwave sensors in the past, but has not yet at the company’s Portland, Ore., facility where it has built found any that meet its performance or reliability expecta- and delivered more than 5,000 head-up guidance systems, a tions. portion of which are incorporated into EFVS systems with Jeff Standerski, Rockwell Collins’s vice president and Elbit-Kollsman or Esterline CMC cooled infrared cameras. general manager of business and regional systems, explains Though the FAA notes that the imaging cameras may be that the company has developed algorithms to maximize based on forward-looking infrared, millimeter wave radiom- the signal versus noise for the uncooled sensors to get the etry, millimeter wave radar or low-level light intensifcation, performance needed. “We believe the real magic is in the all certifed systems to date are in practice using cooled software,” he says. c

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 51 DEFENSE

for the Navy to forgo an upgrade to Ship-Killers its most recent Raytheon Tomahawk ship-launched cruise missile, the Block Raytheon angling to reignite U.S. Navy IV, has the manufacturer concerned. Raytheon executives fear the Pentagon interest in Tactical Tomahawk upgrade will sole-source the work to Lockheed Martin, which holds a $373 million Amy Butler and Jen DiMascio Washington contract with the Defense Advanced Research Projects Agency to modify he U.S. Navy is assessing wheth- the company’s air-launched Joint Air- er to conduct a competition for to-Surface Standoff Missile (Jassm) Ta new anti-ship missile, which is with a new seeker and to integrate it needed in the coming years as a re- with the Navy’s MK41 ship-launched sponse to the latest sophisticated Chi- missile system. Lockheed Martin of- nese DF-21 ship-killing ballistic missile fcials are hoping progress with this and to keep Beijing’s carriers at bay. weapon, the Long-Range Anti-Ship But, mixed messages from the ser- Missile (Lrasm), will convince the Navy vice regarding the threat have prompt- to forgo plans for a competition. ed lawmakers to question just how ur- Both companies argue that their op- gent the need is and how much money tions incorporate the latest in available is required within what timeframe. technology while reflecting designs Despite deep and long-standing that ofer safe, proven readiness. trade ties between Beijing and Wash- Jassm is a stealthy, air-launched ington, China is developing potentially cruise missile designed to travel 200 the most formidable threat to U.S. na- nm to a fxed target. Though the Air val superiority in the Pacifc. Increas- Force has been accepting delivery ingly, the Pentagon’s war plans include of Jassms and is funding a Jassm- scenarios involving China or that call ER (extended range), designed for for U.S. ships to fend of Chinese hard- 500-nm standof range, Lockheed of- ware sold to adversaries. fcials acknowledge work lies ahead to This DF-21 ballistic missile is be- prepare it for use from the Mk41 Ver- lieved to be capable of forcing U.S. tical Launch System (VLS) on Navy ships to stand off farther than pre- ships. But, they say they can deliver viously thought in such an engage- Lrasm for “well under $2 million” per ment; thus the Navy is looking for a unit, according to Frank St. John, vice long-range option for its own anti-ship president of tactical missiles for Lock- weapons in order to put land- and sea- heed Martin. Cost was previously an

based targets at risk from the longer Lockheed Martin issue for Jassm, as technical problems distances. Also needed is a missile that Lockheed Martin’s Lrasm must still forced its price upward to about $1 can operate without GPS guidance, as be certifed for U.S. Navy vessels million per missile, far exceeding the such scenarios assume a complex jam- through a series of tests. planned unit cost. ming environment. That experience, however, gives the Though there is consensus on the (OASuW) weapon is needed “to ensure company confdence in their estimates threat, there is confusion over the tim- freedom of maneuver and to maintain for Lrasm, St. John says. The missile ing. The Navy has been working with open sea lines of communication in all design is based on and shares 85% two diferent felding dates, 2018 and environments well into the 21st cen- common parts with the Jassm-ER, he 2024, which has lawmakers perturbed. tury,” the Navy said in the statement notes. Though Darpa’s demonstration Senate authorizers cut $100 million of for Aviation Week. calls for only 200 mi. of fight to wring the $136 million request because the Industry sources suggest the 2018 out the sensor and guidance section, “urgency of the [requirement] is now date is associated with an older plan the system would be capable of the full in doubt,” their fscal year 2014 report to feld an upgraded Tomahawk, while Jassm-ER range. states. House authorizers fully funded the 2024 date refers to a clean-sheet Lockheed won the Darpa contract the request, noting a change in pro- design. in 2009 to develop Lrasm, beating curement strategy. To contractors, the confusion repre- out other options, including one from The Navy, however, declined to ex- sents an opportunity. Lockheed Martin that used a ballistic plain or defne its strategy and denied Manufacturers are scrambling to of- trajectory and designs submitted by an interview request. Service ofcials fer options in hopes of procuring a spot Raytheon and Boeing. The outcome of were directed to provide a procure- in this arena. Work on the plan is likely the competition reinforced the notion ment plan to explain the discrepancy to slip further because civilian contrac- that the lowest-risk approach for a new to Congress by Oct. 1, but a Navy tors and acquisition ofcials have been anti-ship missile would be to use a low- spokeswoman says the efort remains placed on furlough, thanks to the gov- flying, stealthy platform rather than under review. ernment shutdown that began Oct. 1. one operating at high speed through An Ofensive Anti-Surface Warfare An abrupt decision earlier this year high altitudes.

52 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst During a recent test at White Sands “Tomahawk is already integrated soon as this month, that will feature Missile Range, N.M., funded by Lock- on ships. To develop and integrate an- a captive-carry, production-represen- heed, its Lrasm design cleared the other missile to launch out of a VLS is tative sensor operating against threat canister but did not ignite under its probably well in excess of $1 billion,” emitters. own power. That test is forthcoming Daily says. Daily says up to $250 million would and will be funded by the government; “Why would you take a system de- be needed to be able to feld the new the overall project is jointly funded signed to be air-launched and try to seeker that could be used for moving- by Darpa and the Ofce of Naval Re- modify it and integrate it into a ship ship targets in 2017. He adds that a search. They are planning to conduct or a sub?” Daily asks rhetorically. “You new anti-jam GPS receiver is already a trial by the end of fscal 2014 to loft would be taking a system and adding felded on the weapon. out of the VLS and prosecute actual Tomahawk-like capabilities to it [and] The per-unit Tomahawk Block IV targets. The company has funded $30 you would have a missile that is no cost was under $1 million based on the million of Lrasm’s development, mostly more capable and has less than half latest contract, Daily says. Roughly 35 focused on that Sept. 4 test where a the range of Tomahawk.” are being produced per month. weight-representative test vehicle was Raytheon ofcials have put the anti- Ofcials have not disclosed whether launched from the VLS canister. radiation sensor through its paces in Jassm has been fred in a confict. Tom- A Lrasm test vehicle was separately an “open air” test, meaning outside of ahawk Block IV, however, has been used in an Aug. 27 trial to hit a mov- the laboratory, against realistic threat used with success against at least one ing shipping target, though it was not emitters, Daily says. The company is target during the Libya conflict, ac- canister-launched, St. John says. After planning a similar test, perhaps as cording to program sources. c being dropped from a Boeing B-1B fying at about 20,000 ft. and at Mach 0.8, the weapon cruised to the target area, autonomously located the ship and hit within a “few feet” of its target, he says. Fast-Jet Shield He declined to address whether countermeasures, such as GPS jamming, High-performance combat aircraft are the next were used during the demonstration. But, it was “operationally representa- target for Northrop Grumman’s laser jammer tive” and “a very difcult test.” Alternatives to Lrasm for the Graham Warwick Washington OASuW mission are not suitable, St. John says. “There is a range of bad op- fter the Soviet invasion of Af- Anticipating a requirement to pro- tions” that includes systems that are ghanistan, shoulder-fred sur- tect the Lockheed Martin F-35 Joint very “long in the tooth.” A face-to-air missiles turned the Strike Fighter, leading Dircm manu- Raytheon officials bristle at the tables on Russia’s helicopter gunships facturer Northrop Grumman has be- notion that an upgraded Tomahawk and helped end the occupation. In the gun company-funded development of draws on old technology. “If you want U.S.-led war in Afghanistan, missile a directed infrared countermeasures to talk about long in the tooth, Jassm is jammers have largely neutralized the system that can ft within a limited vol- older than Tomahawk Block IV,” says threat. But still only a fraction of the ume and preserve the aircraft’s stealth Chris Daily, deputy Tomahawk pro- characteristics, but be gram manager for Raytheon, adding more powerful than ex- that the frst production contract for “There is no Dircm on fast-jets, but isting Dircms. the weapon was in 2004. Jassm pro- The traditional de- duction started in 2001; production of . . . the requirement is coming fense against heat- the ER variant followed in 2012. seeking missiles—still Raytheon is self-funding continued quickly, and the frst opportunity used on most helicop- work on the TacTom-plus, an upgrade ters and transports to the Block IV’s so-called Tactical will be on the F-35” and all fighters—is to Tomahawk that would include an an- dispense decoy fares. ti-radiation homing seeker in addition aircraft that could find themselves But in the late 1980s and early 1990s, to an imaging infrared sensor and en- in combat zones is protected by di- third-generation heat-seeking mis- hancements to operate in an complex rectional infrared countermeasures siles emerged that could discrimi- jamming environment. (Dircm) systems. nate flares. This led to development Until the Pentagon’s reversal on A major reason is size. Dircms of Dircm, which directs a modulated Tomahawk early this year, Raytheon started out big and have shrunk with infrared signal into the missile seeker was told the upgraded Block IV would time, but are only now becoming small to confuse its guidance. be an interim solution until an objec- enough to be carried by most military Dircm reset the battleground and tive OASuW weapon could be pro- helicopters. And the next step is to gave defenders a new ability to adapt cured. The company was on a path to make them even smaller—and power- to evolving threats. “Dircm can over- feld the upgrade in 2017, Daily says, ful enough—to defend fast-jet combat come seeker technology as it evolves,” and it would make use of the 1,000-nm aircraft against not only ground-to-air, says Jeff Palombo, Northrop senior range of the Block IV version. but also air-to-air missiles. vice president and general manager for

AviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 53 DEFENSE land and self-protection systems. “An Circm design. Developed as a private to get out in front of the requirement.” aircraft does not run out of Dircm, as venture, Selex’s Miysis Dircm is aimed A Dircm is not part of the require- it does fares. And Dircm is not visible.” at smaller aircraft, helicopters and un- ment for the initial, Block 3-standard After an initial generation of lamp- manned aircraft, and competes with F-35 now in development. But draft based Dircms, introduced in 1999, the Mini-Music system developed by requirements already exist and, ac- Northrop felded the frst laser-based Elbit—a compact version of the Music cording to Northrop, a laser jammer is systems in 2003. The company de- fber-laser system used on Israeli com- now expected to be part of the Block 5 livered around 1,000 of these “small mercial aircraft. update. This is scheduled for early in laser-transmitter assembly” systems Beyond Circm, Northrop sees the the 2020s. before switching to the still smaller requirement to protect high-perfor- The system must meet low-observ- Guardian laser transmitter. Since mance combat aircraft from infrared ability (LO) requirements and be pack- 2007, more than 2,000 Guardian sys- missiles. “There is no Dircm on fast aged to ft in a confned space inside tems have been delivered. “There jets today, but we believe the require- the F-35. But it will have a smaller, has not been an event on any aircraft ment is there, and coming quickly, and more-powerful laser than current equipped with a Northrop Grum- Dircm systems and require liquid man Dircm,” Palombo says. “That cooling, says Palombo. is over 800 aircraft.” The ThNDR, which includes the New applications in the pipeline laser, beam-steering and LO win- for the company’s laser jammers dow, is packaged to ft inside vol- include the Boeing P-8A and KC- ume available alongside sensors 46A and Sikorsky CH-53K in the for the F-35’s distributed aperture U.S., and AgustaWestland AW101 system (DAS). There would be and Airbus Military A400M in Eu- two jam heads, one on top and one rope, plus a range of head-of-state underneath the aircraft to provide aircraft. The company developed spherical coverage with minimal a podded Dircm for commercial impact on the outer mold line. aircraft, but while an expected The Northrop-developed DAS, requirement to protect U.S. Civil which has six infrared sensors Reserve Air Fleet aircraft fying positioned to provide a 360-deg. into combat zones did not emerge, view around the aircraft, would the Air National Guard is install- provide missile warning—detect- ing the Guardian pod on some ing and declaring incoming threats Boeing KC-135 tankers. and cueing the fne-tracking jam Northrop is now developing head to track the incoming mis- its next generation of laser jam- sile and jam its seeker. Tests in the mers under the U.S. Army’s Com- system-integration lab will look at mon Infrared Countermeasures challenges such as the high-speed (Circm) program. In competition hand off of targets between the against BAE Systems, the com- upper and lower pointer/trackers pany is in the technology develop- as the F-35 rolls at rates of up to northrop GruMMan ment phase, having delivered sys- 17 deg./sec., he says. tems for live-fre testing by the Army. A The ThNDR design packages the Northrop is evaluating lasers from request for proposals for the engineer- low-observable pointer/tracker and three suppliers, and is looking at QCL ing and manufacturing development laser into a single, compact unit. technology. The laser will be more program is expected early in 2014. powerful than in previous Dircms, Circm is required to weigh 85 lb. that the frst opportunity will be on the to counter a wider range of air- and or less, so it can be carried by heli- F-35,” says Palombo. ground-launched threats. Working copters as small as the Army’s Bell Protecting a fast-moving fghter is with the U.S. government, Northrop OH-58D/F Kiowa Warrior armed “much diferent” than jamming mis- is developing ways to defeat air-to-air scout. Northrop’s system is its frst to siles launched at slow-fying helicop- missiles. This involves understanding use a quantum cascade laser (QCL), a ters and transports. “For the first missile-seeker and tracking charac- type of semiconductor laser that of- time, the requirements include air-to- teristics and their jamming suscepti- fers greater reliability and scalability. air missiles, 9g maneuvers and small bilities, testing real missile seekers in While Circm will expand the address- volumes. Heat dissipation will require fly-out engagement simulations and able market for directional infrared liquid cooling,” he notes. developing digital models. countermeasures, the U.S. closely Northrop plans to begin testing Beyond the stealthy F-35, and Lock- controls export of the technology, and a company-funded prototype of the heed Martin F-22, Northrop sees re- competitors are emerging on the inter- Threat Nullification Defensive Re- quirements for a podded version of the national market. source (ThNDR) system in its inte- fast-jet Dircm to protect non-stealthy These include Europe’s Selex ES, gration laboratory by year-end. The combat aircraft such as the Boeing which supplies Northrop with the timing for development of a laser mis- F-15 and Lockheed F-16. “It can be put pointer/tracker systems, or jam heads, sile jammer to equip the F-35 “is still in in a self-contained pod, and it can be for both its large-aircraft Dircm and its question,” Palombo says, “but we want air-cooled,” Palombo says. c

54 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst PROPULSION

mainwheel is electrically driven also, Enabling Electric for taxiing without using engines and to boost acceleration on takeof. Europe’s aerospace giant sees a path to hybrid- The E-Star 2 also is a step closer to a marketable product. Its serial- electric propulsion for commercial aircraft hybrid drivetrain has a lighter, more compact electric motor from Siemens, Graham Warwick Washington a generator driven by a small Wankel from Austro Engine and EADS IW- prepared battery packs in the wings. Aircraft empty weight is reduced by about 100 kg (220 lb.). The motor weighs 13 kg including gearbox and The tandem-seat E-Fan has an electrically powered shrouded propeller and mainwheel for taxiing and takeof.

control electronics, and runs off the generator, producing a continuous 65 kw. This is boosted by the batteries to 80 kw for takeof and climb. The combustion engine runs at a constant 30 kw to generate power and recharge EADS the batteries. Siemens believes series anufacturers and researchers grated into the wings of a commercial hybrid power will make its way soon appear to be in agreement: airliner to reduce weight and drag. into small aircraft and is scalable to MThe way to develop electric EADS and Siemens also have part- commercial aircraft with 50-100 seats, propulsion for aircraft is to start small. nered with the Technical University of reducing emissions 25%. But with the pace at which technology Munich to establish the PowerLab at The PowerLab project, meanwhile, is is developing, electric-powered aircraft the nearby Ludwig Boelkow Campus targeting development of electric gen- may not stay small very long. in Ottobrun. This four-year project erators and motors with power densi- In September 2010, EADS Innova- is dedicated to developing and test- ties of 10 kw per kilogram—twice that tion Works (IW) and Aero Compos- ing lightweight, high-efficiency gen- of the motor in the E-Star 2. Such a ites Saintonge (ACS) flew a single- erators and motors in the 300-600-kw density would make a megawatt-class seat, 375-lb. Cri-Cri modified with class. “This is a good level at which to power system “quite reasonable to fy, four electric motors in place of its two enter real aviation,” says Peter Jank- and is not too far away,” says Jankers. 9-hp piston engines. By the end of this ers, Power Lab project head. A follow- Begun this summer, the PowerLab year, EADS IW and ACS plan to fly on demonstrator aircraft could have project is looking at how to generate, the E-Fan, a two-seat training aircraft from one 300-kw to four 600-kw mo- convert, distribute, buffer and store purpose-designed around electric- tors. “We could easily get to megawatt electrical power as well as design safe- powered ducted propellers. class,” he says. ty into the system and integrate two The Cri-Cri and E-Fan are battery- Work on innovative propulsion sys- distinct types of electrical machine: powered, but in June 2011 EADS tems is part of EADS’s research to sup- fast-running, high-efficiency genera- teamed with Siemens and Diamond port the environmental goals laid out in tors and low-rpm, high-torque motors. Aircraft to fly the DA36 E-Star, an the European Commission’s Flightpath The project will involve detail design HK36 Super Dimona motor glider 2050 report, which was prepared by the studies and laboratory demonstrations modifed to test a hybrid-electric drive Advisory Council for Aviation Research of electrical propulsion, with the goal system. A year later, in June 2012, the and Innovation in Europe. This sets a of “building a foundation for electric team few the improved E-Star 2 with target, by 2050, of reducing emissions fight,” Jankers says, by creating a com- an 80-kw (107-hp) serial-hybrid drive of CO2 by 75%, nitrogen oxides by 90% munity centered on the Boelkow cam- system based on a small Wankel en- and noise by 65% compared with levels pus with expertise in aircraft hybrid gine, generator and batteries. in the year 2000. propulsion. Although the technology The E-Fan and E-Star are among The Cri-Cri, the frst electric aero- is targeted at hybrid power, PowerLab “E-aircraft” research projects under batic aircraft, is tiny, but EADS be- is focused on the electric part, particu- way at EADS as it evaluates differ- lieves the tandem-seat E-Fan could be larly how to use and manage battery ent approaches to reducing aviation matured and marketed as a practical cells and electrical machines “in a more carbon-dioxide emissions. Another general-aviation trainer. The electrical- intelligent way,” and understand their is the E-Thrust concept study with ly driven shrouded propellers provide a limits and how to protect the system. Rolls-Royce into a distributed propul- total static thrust of about 340 lb., the “We need to understand the tech- sion system in which a turbine engine energy provided by two battery packs nology, and see where the gaps are,” powers six electrically driven fans inte- in the wings. The centrally mounted he says. c

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 55 ROTORCRAFT

Canada uses its EH101/ AW101s for long-range Changing Fortunes search-and-rescue operations, but the type Civil certifcation could breathe new life could soon fnd applica- into AgustaWestland’s AW101 tion on other missions. Royal FoRCe aiR Canadian Tony Osborne London for India to demonstrate a representative VIP interior. It was showcased at the MAKS air show in Moscow in August, where espite a series of public setbacks in recent years, Agus- it attracted attention from government ofcials and potential taWestland is embarking on a new civil certifcation private buyers. Dprogram for its AW101, a medium/heavy helicopter AgustaWestland is also bullish about the AW101’s prospects that has experienced more than its fair share of strife since in a contest with Eurocopter’s EC725 to replace Norway’s ag- its development in the 1980s. ing Sea Kings. The Norwegian justice ministry downselected The helicopter remains at the center of a scandal in India the AW101 and EC725 in July for the country’s all-weather over that country’s choice of VIP helicopter, and it was im- search-and-rescue helicopter competition. Norway plans to mersed in Canadian politicking as it was being developed. acquire up to 16 new rotorcraft, with options for another six, Its selection to replace Sea Kings in the antisubmarine- and a decision is expected by year-end. AW101s are used in warfare role became a key election topic that contributed the long-range search-and-rescue role by Canada, Denmark to the downfall of Canada’s frst female prime minister. The and Portugal, and AgustaWestland ofcials point to Norway’s AW101 also lost its bid to become the frst foreign-built U.S. requirement for its helos to be capable of picking up casual- presidential transport, known as Marine One. ties more than 300 nm ofshore and accommodating medical The three-engine helicopter, developed as the Anglo-Ital- treatment in the rear cabin as it returns to base. ian EH101, was launched with both military and civil opera- The same features that make the rotorcraft good for tors in mind 30 years ago. Most of the interest came from the search-and-rescue put it in good stead for oil and gas work, military side, however. The EH101 achieved civil certifcation particularly as energy companies explore further ofshore. in 1994, but only one civil version was ever sold—to the Tokyo AgustaWestland says the AW101 could fll a niche by trans- Metropolitan Police. porting as many as 19 passengers to oil and gas platforms Now marketed as the International AW101, its latest vari- 300-350 nm ofshore—ranges that competitors could struggle ants have been signifcantly updated, with modern avionics to achieve without reducing passenger numbers. and a new crash-worthy airframe structure, much of which was The company has been trying to reduce the AW101’s opera- developed for the initial U.S. V-XX (Marine One) competition. tional costs, too. The U.K. Defense Ministry, the largest opera- “We are looking very seriously at recertification of the tor of the type, is replacing the teetering tail-rotor system on AW101,” says Roberto Garavaglia, head of strategy at Agus- its EH101 Merlins with AgustaWestland’s articulated tail rotor taWestland. “We have said that the AW101 was perhaps ahead developed for the International AW101. The system has 10% of its time, but we think that time is now coming, and there of the maintenance burden of its predecessor and delivers is now huge potential in the oil and gas market as well as for greater power margins, the company says. long-range search-and-rescue missions.” Meanwhile, AgustaWestland is working to fll new military There is also interest from VIP and head-of-state custom- orders. The frst of several AW101s confgured for combat ers, which have accounted for sales of 18 helicopters, includ- search-and-rescue for the Italian air force is expected to make ing 12 from India, where the program is the subject of legal its frst fight in the coming months. The company is also pay- proceedings as it is in Italy. Work on the Indian rotorcraft has ing close attention to Canada, which is tackling issues with the been halted, but three are already in operation there. Another delivery of the CH-148 Cyclone helicopters, based on the Sikor- two have been purchased by Turkmenistan, and the company sky S-92. Canadian ofcials have reportedly visited Culdrose, is completing pairs of VIP-confgured helicopters for both Al- England, where the British feet of naval AW101s is based, and geria and Saudi Arabia. AgustaWestland says it is “ready to respond” with the AW101, AgustaWestland is using one of the helos initially destined if the Canadians look for an alternative to the Cyclone. c

56 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst PhotoAviAtion Week Contest 2013

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Entry Deadline Entries must be submitted by October 20, 2013. Get more information and enter your photos at AviationWeek.com/photo AVIATION WEEK Business AviAtion Local Supply China is buying into business-aircraft production, but buyers are favoring imports Bradley Perrett Beijing and Graham Warwick Washington essna and Embraer business jets should soon begin rolling out of Chinese factories, but how many of them will Chinese buyers want? CWhile China’s business aviation market has grown powerfully since 2008, its preference for large aircraft—larger than Cessna’s—shows no signs of changing. Recent sales trends seem stronger for Embraer, which until last year had almost none of its aircraft in China.

Tap the icon in the digital edition of AW&ST to read our skeptical assessment of the Chinese business aviation market in 2007, or go to AviationWeek.com/chinabizav

And in business aviation, for once, subsidiary AAT in Chengdu; and the are not the focus of demand in China, buyer preference is an almost com- super-light Citation XLS+ in Zhuhai however, and there are few signs of pletely dominant factor in Chinese air- and Caravan utility turboprop in Shi- that changing. “Over the last 3-4 years, craft demand. China’s industry and its jiazhuang, both in factories of Caiga, [mainland China] market shares of Western partners are almost always Avic’s general-aviation business. The Gulfstream and Bombardier have not assured of local orders for commercial Citation Latitude, not due to fy until changed significantly year to year,” airliners assembled or partly built in 2014, has been a later prospect for pro- says Hong Kong business aviation con- China; helicopter manufacturing, too, duction in Chengdu. sultancy Asia Sky Group, reviewing can enjoy the support of government The frst Chinese Caravan was due figures up to 2012. “What is happen- buyers. But neither the government to be completed by the third quarter, ing, given the current market trends, nor its companies are buying many but by July, this had slipped to year- is [Dassault] Falcon and Embraer are business jets, and the state is not di- end. At that time, XLS+ deliveries from taking market share from Cessna and recting the choices of private buyers, the Zhuhai plant were due to begin in Hawker [Beechcraft].” just as it would not tell them which 2014, having slipped from this year. Embraer is setting up an assembly luxury cars to choose. And they are For the Sovereign, Cessna was still in line for business jets in partnership mainly choosing Gulfstreams. talks with AAT and the Chengdu city with Avic at Harbin. A factory that Cessna has been working with Avic government in April (AW&ST April 22, formerly assembled ERJ 145 regional on projects to build at least three of p. 24). Production volume targets have jets has been reequipped at apparently its aircraft types in China: the mid-size not been disclosed. little expense for the closely related Citation Sovereign with Avic’s fghter Aircraft of XLS+ and Sovereign size Legacy 650 super mid-size jet. The lat-

58 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst Chinese Business Aircraft Fleet Large, Super-Large, Ultra-Long-Range and Airliner Segments Added Total of 87 Aircraft in 2012 2011–12 Growth per Segment or 91% of Growth

Year-End 2011 88 Year-End 2012 64 53 53 44 39 36 28 28 30 31 18 19 14 16 13 11

Very-Light Light Super-Light Mid-Size Super- Large Super-Large Ultra-Long- Airliner Mid-Size Range Source: Asian Sky Group

Cessna is negotiating to assemble the mid-size Citation Sovereign in Chengdu.

ter is closer to current Chinese tastes end of the market, with fleets grow- In 2005, agreement was reached airCraft Cessna for large aircraft. The frst 650 from ing by 36 aircraft for Gulfstream, 25 to co-develop the Eurocopter EC175 Harbin is due for delivery by year-end, for Bombardier and nine for Dassault. and Avicopter AC532 (Z-15) medium as planned, says Embraer. Airbus and Boeing corporate airliners helicopters, with Harbin supplying The Brazilian manufacturer had a dominated the other 26 net additions. airframes for the 8.3-ton EC175. Other negligible business aviation presence China’s links with Western general- civil helicopter deals followed, includ- in the Chinese market until last year. and business-aviation manufacturers ing AgustaWestland in 2005 estab- By the end of 2012, the business-jet trace back to the 1970s, when Beijing lishing a joint venture with Changhe feet in China, including Hong Kong, purchased French helicopters for its to assemble the 3.2-ton AW109 as had eight Embraer aircraft, up from military. This led to local manufacture the CA109. In 2007, Sikorsky signed just one a year earlier, and compared of the Aerospatiale SA321 Super Fre- a deal with Changhe to supply S-76C with a Cessna fleet unchanged at 33 lon as the Changhe Z-8 and the AS365 airframes, which has now transitioned aircraft. Notably, fve of the Embraers Dauphin as the Harbin Z-9. Civil ver- to the supply of S-76D airframes begin- that arrived last year were Legacy sions of these—the 14.5-ton AC313 and ning in 2016. In each case, the motiva- 650s and one was an almost-identi- 4.5-ton AC312, respectively—now form tion was access to China’s market and cal Legacy 600. Moreover, Embraer the core of Avicopter’s commercial low labor costs. booked orders for 28 aircraft in 2012, lineup. This early link lead to China Helicopters also led to China’s frst suggesting its feet share will rise. taking a 24% share in developing Euro- acquisitions. In 2007, industrialist In deliveries, as always, the real ac- copter’s 1.5-ton EC120, built by Harbin Cheng Shenzong struck a deal to build tion last year was at the heavy-metal since 2004 as the HC-120. the Brantly B2B light helicopter in Qin-

AviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 59 Business AviAtion

Business and General Aviation – gdao, and later develop the obsolete design into China’s largest unmanned he- China as an Investor and Manufacturer licopter, the V750, built in Weifang and frst fown in 2011. In 2012, in another U.S. acquisition, Enstrom Helicopters AgustaWestland – Joint venture established with Changhe Aircraft was purchased by Chongqing Helicop- Industry in 2005 to assemble AW109 light-twin helicopter in Jingdezhen ter Investment. (as CA109). What has become a major push by Chinese industry into the general- Brantly – Acquired by Qingdao Haili Helicopters in 2007; B2B light-piston aviation (GA) market began when, in helicopter production moved to Qingdao; unmanned version developed. 2007, Cessna announced that, to reduce costs, its Skycatcher light-sport Caiga – Designs acquired in 2010 from bankrupt U.S. kitplane-maker Epic aircraft would be produced by Avic Air by Avic’s China Aviation Industry General Aircraft (Caiga) form the basis company Shenyang Aircraft. The deci- of Primus turboprop and Starlight turbofan business aircraft. sion sparked controversy, which did not subside when, in 2010, Caiga agreed to Cessna – Skycatcher light-sport aircraft is built by AAT in Shenyang; buy bankrupt U.S kitplane maker Epic Caravan is to be assembled in Shijiazhuang under joint venture with Caiga; Aircraft. The bankruptcy judge blocked negotiating with Caiga to assemble Citation XLS+ business jet in Zhuhai, plans to relocate production to China. and with ATT to assemble Citation Sovereign in Chengdu. Ulimately, Epic was sold to a Russian company, but Caiga acquired Epic’s de- Cirrus – U.S. light-aircraft manufacturer was acquired by Caiga in 2011; signs for a family of single-turboprop, Caiga South China Aircraft Industry assembles Cirrus SR20/22 in Zhuhai. single- and twinjet aircraft, which now form the basis for its Primus and Star- Continental/Theilert – Continental Motors was acquired from Teledyne light product lines. China’s frst indig- by Avic (Technify Motors) in 2010; Theilert Aircraft Engines was acquired by enously developed business aircraft, the Avic in July 2013 and merged with Continental. all-composite Primus 150, is powered by Diamond – Shandong Bin Ao Aircraft Industries assembles DA40 TDI light- an 850-shp. General Electric H85 turboprop. First fight is planned for this twin for China and selected Asian countries. month; certifcation is eyed for 2015. Embraer – Harbin Embraer Aircraft Industry, a joint venture with Avic, China’s buying spree did not end has begun assembly of Legacy 650 business jets in Harbin; frst delivery there. At the end of 2010, Avic company Technify Motor acquired U.S. piston end of 2013. aero-engine manufacturer Continental Enstrom – U.S. light-helicopter manufacturer was acquired by Chongqing Motors from Teledyne. This July, Tech- Helicopter Investment in December 2012. nify acquired insolvent German aero- diesel manufacturer Thielert Engines, Eurocopter – Co-development of the Eurocopter EC175 and Avicopter merging it with Continental and posi- AC532 medium-twin helicopters was launched in 2005. Harbin Aircraft In- tioning itself to supply both the tradi- dustry supplies airframes for the EC175 and builds light EC120 as HC-120. tional gasoline-fueled GA market and growing international demand for light Flight Design – German light aircraft (CTLS and C4) to be produced in aircraft burning easier-to-fnd jet fuel. China beginning in 2015 under a deal with Taiwan’s Aero Jones. In its biggest deal yet, in 2011, Caiga acquired U.S. light aircraft manufac- Icon – U.S. light-sport seaplane manufacturer’s June 2013 equity fnancing turer Cirrus. The Chinese owners have round was led by a Chinese strategic private investor; airframes are to be invested a lot, setting up assembly of supplied by Caiga-owned Cirrus. SR20/22 piston singles in Zhuhai and, in the U.S., accelerating development Pilatus – Agreement signed with Beijing Tian Xing Yu Science in July 2013 of the Vision SF50 single-turbofan to assemble PC-6 utility and PC-12 business turboprops in Chongqing. personal jet, which is expected to be certifed in 2015. Cirrus is to produce Sikorsky – Changhe Aircraft supplied S-76C helicopter airframes under airframes for Icon Aircraft’s A5 light- agreement signed in 2007; new deal signed in September 2013 to supply sport amphibian and, in June, Icon S-76D airframes. announced a “privately held strategic investor in China . . . well established in Superior Air Parts – U.S. piston-aeroengine aftermarket parts manufactur- the Chinese general aviation market” er was sold to Superior Aviation Beijing in 2008, and combined with Brantly had taken a stake in the company. in 2011. Chinese industrialist Cheng, meanwhile, did not stop at Brantly, and in Yuneec – Jiangsu-based Yuneec International manufacturers of the e430 2009 acquired Superior Air, a then- electric-powered light-sport aircraft marketed by U.S.-based subsidiary bankrupt U.S. manufacturer of after- GreenWing International. market parts for Continental and Ly- coming piston engines. His company,

60 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst Beijing Superior Aviation Technology, then initiated China’s boldest move yet, teaming with the Beijing municipal government in a bid to buy U.S. business and GA aircraft manufacturer Hawker Beechcraft out of bankruptcy. Hawker Beechcraft called of the negotiations in October 2012. embraer Although China’s biggest move to date to secure a share of the global business-aircraft market ended in failure, Western manufacturers have Embraer’s frst Chinese-assembled described—for example, “strengthen- continued to pursue deals to build super-mid-size Legacy 650 few at ing regulation and control, including their products there. The latest is Harbin in August. the system for allowing entry into the Switzerland’s Pilatus Aircraft, which is market.” But others are a little more to assemble its PC-6 utility and PC-12 The CAAC seems fully supportive concrete, such as “perfecting the na- business turboprops in Chongqing. But of business aviation. Shi Boli, director tional airport plan,” presumably in fa- Cessna and Embraer are the frst to general of the regulator’s transporta- vor of business aviation, “and pushing persuade China to manufacture busi- tion section, told an industry meeting forward infrastructure construction.” ness jets, a sector of the market that earlier this year that, while the poten- Airports at Beijing, Shanghai, is expected to grow most dramatically. tial for further growth was obvious, “we Shenyang and Shenzhen have or are The volume of business flying in very clearly recognize that the indus- building business-aviation terminals. mainland China, measured by hours try is restricted by limited resources. Zhuhai has taken frst steps for a fxed- in the air, rose 61% in 2010-12, accord- Infrastructure is unsuitable, support base operation (FBO) trial. Some air- ing to Civil Aviation Administration of services are lagging, specialist person- ports have set up special arrival and China (CAAC ) fgures which, by cov- nel are in short supply and so on.” departure channels for business-avia- ering two years of operations, fatten After consultations with industry, tion passengers, and some, while hav- out bumps to give a better indication of the CAAC says it has come up with an ing no dedicated terminal, are at least the trend. The number of movements 18-point plan to improve things. Many preparing facilities to support business rose 59%. of the points have been only vaguely aircraft. c

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special-mission confgurations. As a result, production rates Phoenix for the 350i, and earlier 350, have averaged slightly more than 40 a year over the last decade. All current production Beechcraft products have all-metal Flagship airframes. Few parts are manufactured using computer- controlled machines and other automated tools. Production King Air 350i exemplifes a smaller is labor-intensive and, because of high labor costs in the U.S., much of the 350i’s airframe, including tail and upper and lower Beechcraft, back from bankruptcy fuselage sections, are now built at the company’s facility in Chihuahua, Mexico. with more modest ambitions The King Air 350 was certifed in 1989, grandfathered as the Model B300 on the 1973 Model 200 FAA type certifcate. Fred George Wilmington, Del. Compared with the King Air 200, the B300 features a 34-in. fuselage stretch, two more cabin windows and double-club hroughout Beechcraft’s tumultuous recent history, one thing remained constant—the popularity of its twin- Beechcraft King Air 350i specifcations Tturboprop King Air. The company has risen from the ashes of bankruptcy and returned to its roots as a dedicated manufacturer of propeller-powered aircraft, and King Air is Dimensions (ft.) once again its fagship. Wingspan...... 57.7 The aircraft’s importance to the “new” Beechcraft was Length...... 46.8 underlined in August, when it landed the largest-ever order Height...... 14.3 for general-aviation turboprops and inked a 105-aircraft, $788 million deal for King Air 350is with Wheels Up, a new mem- Seating 1+5 bers-only air transportation venture started by the founders of jet-card pioneers Marquis Jet. The back-to-basics King Air 350i is as Midwestern as corn Engine...... 2.x.1,050-shp.P&WC.PT6A-60A and soybeans, and just as consistently in demand in the marketplace. It now serves as the real-life phoenix of the new Weights (lb.) Beechcraft, a leaner and fnancially stronger company since Max.TO/Landing...... 15,000 its February reorganization and relaunch. But the 350i is Basic.Operating...... 10,190 more down-to-earth than the Hawker jets that previously Useful.Load...... 4,910 topped its product range, a mix of old and new that defnes Max.Fuel...... 3,611 the company’s more modest ambitions. Payload.with.Max.Fuel...... 1,299 “We’re not selling the tip of the pyramid in luxury and performance. We’re selling very well-executed regional transpor- Fuel.with.Max.Payload...... 2,600 tation,” says CEO Bill Boisture. While a 300-kt. King Air 350i lacks the panache of a 430-kt. turbofan, it is only 20-30 min. Performance slower than a jet on shorter trips and burns 20% less fuel. Max.Cruise...... 313.kt. The duration of most business aircraft trips is less than 2 hr., Range.(4.pax)...... 1,714.nm and most missions are no longer than 300-600 nm. The 350i Max.Altitude...... 35,000.ft. provides cost-efective transportation for 8-10 passengers at a signifcantly lower operating cost than a comparable jet. Es- timated direct operating cost is less than $1,200/hr., including engine reserves, scheduled maintenance and $6/gal. fuel. The King Air 350i’s performance ofers transport-cate- These economic realities hit home after the 2008 fnancial gory safety margins at turboprop fuel efciency. crisis, when hundreds of jet owners chocked or chucked their aircraft. The collapse in demand for small and medium jets seating for eight. The wing is about 3 ft. wider in span than caused then-Hawker Beechcraft to hemorrhage more than $1.6 the 200’s. The aircraft’s maximum takeof weight exceeds billion from 2009-12. Faced with more than $2.6 billion in debt, 12,500 lb., which moves it into the commuter category and mainly due to its money-losing turbofans, the company negoti- requires pilots be type-rated. ated a pre-planned bankruptcy reorganization with debt hold- The 350i made its production debut in 2009, featuring im- ers, creditors and suppliers. Its propeller models—especially proved interior soundproofng, Rockwell Collins Pro Line 21 the King Airs—held their own during the global meltdown integrated avionics and Venue cabin entertainment system, and the manufacturer also secured $400 million in debtor- and Raisbeck Engineering’s dual aft-body strakes and wing in-possession fnancing to kick-start operations as it exited lockers in the nacelles. Winglets improve the aircraft’s lift-to- bankruptcy in February. drag ratio at relatively high lift-coefcients, which increases The King Air 350i has more to ofer than just attractive OEI takeof performance. The aft-body strakes improve yaw operating economics. As a Federal Aviation Regulation (FAR) stability and allow the aircraft to be dispatched with an in- Part 23 commuter-category aircraft, it delivers much the operative yaw damper and fown at altitudes up to 19,000 ft., same one-engine-inoperative (OEI) takeof safety margins versus 5,000 ft. for an unmodifed aircraft. The wing lockers as a FAR Part 25 transport-category jet. It is available in add 16 cu. ft. and 600 lb. of external baggage capacity. cargo/combi/freighter, air ambulance, surveillance and other The fight deck has three, large-format, portrait-confgu-

62 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst ration liquid-crystal displays used for left and right prima- annunciator-light panels are retained. To initialize the FMS, ry fight displays (PFD) and center multi-function display the crew must manually input fuel quantity because it is not (MFD) with engine indications. The integrated fight infor- integrated with the fuel-quantity indication system. The FMS mation system hosts electronic charts, enhanced map graph- is not linked with the pressurization system, so departure and ics, and optional XM satellite or Aircraft Communications arrival feld elevations must be entered into the pressurization Addressing and Reporting System (Acars) weather, among control panel. The 350i does have a Keith Products’ climate- other functions. The package includes dual solid-state atti- control system that automatically adjusts heating, cooling and tude/heading reference systems, digital air-data computers, fan speed to ideal temperatures in the cockpit and cabin. data concentrators, audio panels, fail-passive fight guidance A performance computer is not part of the avionics pack- computers and communication/navigation radios. age, so the crew must look up V speeds and takeoff field Also included is a single FMS-3000 multi-sensor fight man- length based on weight, airport elevation, wind and outside agement system (FMS) and a data loader that uses thumb air temperature (OAT). Some crews elect to use their own drives. Options include a second FMS; an infrared, enhanced- electronic fight bags for takeof performance calculations. vision system camera and VHF data radio to support Acars. Computed V speeds then are manually entered to generate speed bugs on the PFD airspeed tape. Tap the icon in the digital edition We initialized the FMS and programmed in the fight plan. of AW&ST to fy along with Single-pilot basic operating weight was 10,190 lb., with two other occupants aboard, plus galley stores and baggage. With Fred George as he evaluates 2,050 lb. of fuel, ramp weight was 12,940 lb. Wuertz rounded the King Air 350i, or go to up our takeof weight to 13,000 lb. Based on using no faps, AviationWeek.com/video Wilmington’s 80-ft.-feld elevation and 23C OAT, the V1 decision speed was 99 kt. indicated airspeed (KIAS), rotation 104 kt. and the V2 takeof safety speed 111 kt. Computed takeof feld length was 3,203 ft. and runway available was 4,602 ft. Target en route climb speed was 170 kt. The 350i is easy to taxi because of diferential thrust, smooth brakes and efective nosewheel steering via the rudder pedals. Holding short of Runway 32, we commenced the litany of frst- day pre-takeof checks, including electric pitch trim, prop over- speed governor and rudder boost, low-pitch stop and primary governor, autofeather and engine anti-ice systems. Wuertz says the checks can be done quite quickly with some practice, but it would be advisable to run through them before board- ing passengers who have paid for a fight. Various fuel system, cabin altitude, landing gear and fre-protection checks must be completed. Brake deice, trafc collision avoidance and terrain awareness system checks are performed before each fight. Once cleared for takeof, we advanced the power to about 85% torque as we began the takeof roll. The pitot cowl in- lets are so efcient at converting air velocity into air pressure that torque increased 5% during takeof roll. We adjusted power to 100% torque. As the engines accelerated to 1,700 prop rpm, aircraft interior noise levels rose accordingly; it was not Beechcraft particularly quiet. I also noticed we spent considerable time In the cabin, Aircell Axxess II Iridium satcom and Gogo Biz cross-checking engine output and making minor adjustments Wi-Fi also are options, along with XM satellite radio, a moving to set takeoff power. Clearly, the Pratt & Whitney Canada map display, individual plug-in passenger seat monitors and PT6A-60As are long overdue for a full-authority digital elec- aft-mounted, swing-out, forward-facing large-format monitors. tronic control (Fadec) upgrade to reduce pilot workload. The 350i features a sound-suppression system with triple- Rotation force was light, as was roll-control force. The layer skin-panel insulation and dynamically tuned vibration Beechcraft standard for gentle and progressive control force dampers, plus 3-in.-thick thermal insulation and an acousti- far exceeds any certification requirement. With a positive cally isolated interior shell. The system is tuned for 1,500-rpm rate of climb, we retracted the landing gear with virtually no prop speed and lowers noise by 4 db to about 78 db in cruise. pitch-moment change. There was a small lag in the response to We strapped into the left seat of a King Air 350i at Atlantic inputs to the pitch-trim switch. The manual pitch-trim wheel Aviation’s ramp at Wilmington, Del., with Beechcraft demo provided immediate response, but a comparatively small pilot Errol Wuertz, Jr. My frst impression is of the blend of amount of rotation results in a large change in trim. old and new technologies. The Pro Line 21 avionics system Pulling back the throttles to 95% torque and setting the prop adds great capabilities and situational awareness, especially levers to 1,500 rpm reduced the interior noise considerably. because of its glareshield-mounted fight guidance system Clearly, the sound-suppression system is tuned to 100-hz noise, control panels and large displays, but it is far from being fully the prop frequency at that speed. The reduction from takeof integrated with aircraft systems. to climb power results in a signifcant change in yawing mo- Instead of an integrated crew-alerting system on the elec- ment, requiring left rudder input and corresponding rudder tronic displays, for example, the original upper and lower trim to maintain balanced fight. A similar change in yawing

AviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 63 Business AviAtion moment came as we reduced power after level-of at cruise and slows down simultaneously. We extended faps, noting a altitude. And the yaw damper does not compensate much for slight ballooning tendency. Turning base to fnal, we descended such changes. to 2,000 ft. and were cleared for the ILS approach. We elected We had planned to reach a cruise altitude of 7,000 ft. in to fy the initial part of the procedure at 140 kt. with approach 10 min. for our brief fight to Morristown, N.J., but air trafc faps so as not to impede arriving jet trafc. We extended full control kept us at 4,000 ft. for the 93-nm jaunt. We settled faps over the fnal approach fx, slowing to 130 kt. into a 200-kt. cruise below the foor of Philadelphia Class B “It slows pretty easily,” Wuertz commented. But the in- airspace. Operating at low altitude, at this speed, the King fight idle-pitch stops prevented the blades from going almost Air 350i shows of its big advantage in fuel efciency over fat when the throttles were retarded. Nearing 500 ft. above similarly sized turbofans. “In this area, this airplane operates ground level (AGL), we slowed to the 101-kt. fnal approach speed. We disengaged the yaw damper at 100 ft. AGL. Over threshold at 50 ft. AGL, we gradually reduced power. We could have chopped the power to idle sooner to slow the aircraft and there would have been less foat prior to touchdown. The King Air 350i is a more fuel-efcient and practical alternative to a jet for the short-range trips most business aircraft operators fy daily. If you really needed to fll the tanks and almost every seat, the 350i ofers load-and-go operating fexibility. Typically equipped, it can carry seven passengers with full fuel and baggage in both the aft bay and wing lockers. While few groups of seven people want to spend 5-6 hr. together fying 1,500 nm. in this class of aircraft, the 350i would enable them to hopscotch from White Plains, N.Y., to Montreal to Pittsburgh to Washington and back to White Plains without refueling. The lackluster OEI takeof performance of most twin turboprops disqualifes them as serious corporate transports, but the King Air 350i provides essentially the same single- The 350i’s avionics are capable, but not fully integrated. engine performance margins as an transport-category jet. The Pro Line 21 avionics increase situational awareness, so much cheaper than a jet and you’re doing the same thing but its state of development leaves room for improvement, in- that the jets do. They can’t get high, either,” Wuertz said. At cluding synthetic vision, a fully integrated engine-indication a weight of 12,700 lb., cruising at 200 kt. at 4,000 ft. in 17C and crew-alerting system and an FMS with an airport per- conditions, the aircraft burned 730 lb./hr. formance computer and climb/cruise/descent performance

Once clear of the shadow of Philadelphia’s Class B airspace, photos Beechcraft we accelerated to 250 kt.“Easy on the power,” cautioned Wuertz, as we fne-tuned the throttles to avoid exceeding 100% torque. PT6A engines tend to be sensitive to throttle movements at higher power settings, and the response is anything but linear. At 12,500 lb., the aircraft settled into cruise at 250 KIAS (266 kt. true airspeed) while burning 1,020 lb./hr. Approaching the foor of New York’s Class B airspace, we slowed back to 200 KIAS. Wuertz entered Morristown’s Run- way 23 instrument landing system (ILS) approach into the FMS for reference purposes. The FMS automatically tuned to 110.3 mhz for the ILS approach, and the PFD displayed the 229-deg. inbound localizer course in the preview mode. Changes in power, and therefore fuel fow, result in simple time/distance/fuel-remaining computations by the FMS. Un- like most jets, the FMS in this aircraft is not sophisticated enough to consider expected climb, cruise, and descent fuel burns and speeds when computing fuel remaining at the des- The typical interior layout of the King Air 350i is tination. “It’s just like a calculator. You punch it in and that’s double-club seating for eight. Its cabin electronics are what it’s telling you,” Wuertz explained. on par with those on light jets. On downwind, Wuertz switched on the aircraft’s optional nose-mounted, infrared enhanced-vision-system camera. projections. The Venue system puts the 350i’s cabin environ- This is a microbolometer design that is good for thermal ment on par with the best light jets. But it needs an Apple- imaging at night or in partial obscuration. The technology compatible Wi-Fi distribution system so that iPads, iPhones much improves situational awareness when fying “black and MacBooks can double as personal video monitors. hole” approaches, particularly where obstacles in the fnal The aircraft is not as easy to fy as a business jet, particu- approach path pose potential hazards. larly because its avionics are not fully integrated with aircraft New York directed us to descend to 3,000 ft. on downwind systems, the engines lack Fadecs and the cockpit has dozens to Runway 23 and slow to 160 kt. Those 105-in. props function of legacy switches and manually operated systems, some of efectively as speedbrakes, and the aircraft easily goes down which date back to the original 1964 King Air. c

64 AviAtion Week & SpAce technology/october 14/21 2013 AviationWeek.com/awst Business AviAtion

The certifcation-test program follows three years of validation testing on key elements of the Passport’s design, one of the most dramatic being the 52-in.-dia. fan blisk. That work included two fan blade-out rig tests, ingestion tests and a fan aerodynamic rig test to demonstrate efciency. The solid titanium fan—optimized to reduce cabin noise as well as vibra- Incorporating next-generation common core technology, GE’s Passport Power will enter fight testing in 2014. tion—is a distinctive feature, says Mot- tier. “When you see the engine from Transfer the front, the diameter of the spinner cone is small in comparison to others because the fan is a bladed disk, and Core technology from the latest it therefore has a smaller hub.” Blisks and compressor blades have a smooth, commercial aircraft engines impact-resistant surface fnish to im- is set to power the next generation prove aerodynamic efciency. The engine also incorporates a com- of business jets posite fan case, similar to that developed for the GEnx engine on the Boe-

Ge ing 747-8 and 787, and is enclosed within an integrated propulsion system from Guy Norris Los Angeles of thrusts and markets. This enables Nexcelle, a joint venture between GE greater leverage of technologies across and Safran. This confguration includes ith the emergence of a new multiple aircraft families, maximizing a low-drag “slimline” nacelle with out- generation of large-cabin, the sharing of development experience ward-opening cowl to reduce weight Wlong-range business aircraft, between programs. while easing maintenance access. the industry could be witnessing a sea Testing of the Passport began change in the traditional chicken-and- at GE’s facility in Peebles, egg relationship between airframe and Ohio, on June 24. The en- engine makers. gine started at the first Unlike previous generations, which attempt and “went use myriad bespoke engines derived right up to idle and from existing families, at least some later to its full power of the new large business jets will be of 18,000 lb. thrust powered by purpose-designed power- within 3 hours,” says plants, derived from the same all-new Brad Mottier, vice cores in development for the next gen- president and generation of commercial airliners. eral manager of GE General Electric’s $1.5 billion Pass- Aviation’s Business & port engine program for Bombardier’s General Aviation and Global 7000 and 8000 business jets is Integrated Systems di- the bellwether for this change, as it vision. The Bombardier comes directly from the company’s engine is “a mini-Leap basi-

eCore advanced core development. cally, and the eCore technology P&WC Scaled versions of the same core we’re putting in MAX and Neo is form the heart of the GE-Snecma the same that is in Passport,” he says. Leap engine for the Airbus A320neo A second engine entered testing in and Boeing 737 MAX, as well as the September, with a further six planned Rig tests of the frst full PW800 100,000-lb.-thrust GE9X for Boeing’s in a certifcation program that includes demonstrator will start by year-end. 777X long-range airliner. two cores. Flight testing is scheduled The scaled common core concept is for 2014, with the engine expected to Just as GE is leveraging commercial similar to the building-block approach fy frst on GE’s recently modifed Boe- core technology for the business jet developed by Rolls-Royce for its Trent ing 747-400 testbed. Certifcation is ex- market, so too is Pratt & Whitney Can- large commercial engine series, but pected in 2015, leading to service entry ada (P&WC) as it prepares for rig tests GE is applying it across a wider range on the Global 7000 in 2016. of its PW800 demonstrator—a new en-

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 65 Business AviAtion gine based on the core of the PW1000G that the company has geared turbofan. The engine is a long “a head start with time coming to the market, having been the core of the en- selected for the Cessna Citation Colum- gine, which is also bus in 2008, but shelved in 2009 after designed to fly at the cancellation of the aircraft. But de- high altitude. The spite the project’s termination, and the core is the most plunge in the business aviation market difficult and nec- that prompted Cessna’s move in 2009, essary part, and it P&WC’s ambitions for a new large en- is already certifed.” gine remain undaunted. P&WC contin- Like the market itself, the PW800 ues to distance itself has moved on. Instead of aiming for from previous reports the much-vaunted, but nebulous “10K” linking the PW800 with (10,000-lb.)-thrust arena which rose to Gulfstream’s secretive HoneyWell premature prominence last decade, G450 successor program, the P&WC has realigned the PW800 away so-called Project P42. Although its from its original 8,000-9,000-lb. power existence was confirmed earlier this Honeywell hopes the latest bracket. The company now plans to year when Parker Aerospace posted a HTF7500E will provide a spring- penetrate the large-cabin, long-range job opening for a fight-control systems board to growth versions. sector between 10,000 lb. and 18,000 engineer to work on the Gulfstream lb. and is banking on greater direct use P42, there has been no verifcation of with the SMS since 2010 and is widely of the core experience gained with the the project from P&WC. expected to be ofcially revealed as the PW1000G family. Below the PW800 thrust bracket, engine for the Falcon 50 replacement. The frst full-confguration PW1524G P&WC is studying its options while the The Silvercrest began ground tests for Bombardier’s CSeries airliner ran super-midsize (SMS) and smaller mar- at Snecma’s Villaroche site in France in 2010 and now, with almost three ket sectors shape up. “Clearly every- in September 2012 and is due to start years of core test and development thing below very ‘heavy iron’ continues flight tests late this year in Texas on under its belt, the company feels to sufer,” says Perodeau. “Volumes are a modified Gulfstream II testbed ac- ready for a quick-paced development stable, and not dropping, but they are quired from sister avionics company if a PW800 customer comes along. nowhere near where they were at the Sagem. The engine, rated at 11,000 “Now we have a core that runs, and end of 2008. It’s not that companies lb. thrust, has been selected ofcially fies. Three to four years is a typical do not have the cash to invest, it’s just by Cessna for the Citation Longitude development timescale, but with the they are being hesitant and waiting as SMS jet, plus another “undisclosed” core already existing we will be faster,” they wonder what to do next. But at application. says P&WC’s president, John Sabaas. the same time there are a lot of posi- Snecma’s first foray into business “If anything has hurt us, it is the fact tive signs. There are companies tak- aviation, the Silvercrest has a 42.5-in.- that the small/medium business-jet ing more serious looks at new aircraft. dia. fan, four-stage low-pressure (LP) markets have slowed down,” he notes, There are just a lot of mixed signals.” and five-stage high-pressure (HP) referring to sectors served by the exist- P&WC continues to develop its stal- compressor. Four of the HP stages ing PW300 and PW500 families. “So, to wart PW300 family with the recent cer- are axial blisks while the ffth is a cen- balance out the portfolio in jets, we are tifcation of an upgraded PW306D for trifugal stage. Aft of the low-emissions using the PW1000G as the basis. The the Citation Sovereign. The 5,814-lb.- combustor is a single-stage HP turbine CSeries and MRJ [Mitsubishi Regional thrust turbofan, with 3-D aerodynam- and four-stage LP turbine. Engine cer- Jet] cores are perfect in terms of cover- ics and higher-temperature materials, tifcation is on track for 2015, with ser- ing the 10,000-18,000-lb.-thrust class,” will also power Cessna’s new midsize vice entry of the SC-2C version on the says Sabaas. Citation Latitude, set to fy early next Longitude in 2017. The MRJ will be powered by the year and enter service in 2015. Other Having watched its early advantage 15,000-17,000-lb. PW1215G, the core developments include the PW307B for in the 10K engine battle evaporate with of which makes a suitable jumping- the delayed Learjet 85 and certifcation Dassault’s about-turn on the SMS, and off point to power a larger business of the PW308C with the low-emissions with its high-end market positions at aircraft. “So we demonstrated a low- Talon II combustor for the Dassault Gulfstream and Bombardier threat- pressure spool and now we are turn- Falcon 2000S. ened by GE and Pratt, where does Rolls- ing it into a demonstrator program to Formal launch of Dassault’s long- Royce see its future? At 13%, business validate we can hit the specific fuel- anticipated SMS project is expected jets are the company’s second-largest consumption numbers we are talking at the National Business Aviation As- market, after the airliner sector. about,” he adds. The engine is set to run sociation convention in Las Vegas Oct. “Clearly the business-jet engine in Canada before year-end. 22-24. Originally to be powered by a market is important to Rolls-Royce, Mike Perodeau, P&WC vice presi- new Rolls-Royce two-shaft engine, the and we intend to maintain our market dent for corporate aviation, says that RB.282, the powerplant competition leadership,” says Steve Friedrich, vice with the PW800 “we continue to dem- was thrown open again in 2009 when president of sales and marketing for onstrate the technology in the hopes of the program was slowed. Snecma’s Sil- the small- and medium-engine busi- securing a launch customer.” He notes vercrest has been unofcially aligned ness. “To do this, we are in constant

66AviAtionWeek&SpAcetechnology/october14/21,2013 AviationWeek.com/awst dialogue with all the airframers about mal-barrier-coated (TBC) turbine the HTF7000 could go to about 7,500 new engine concepts and derivatives blades and air-cooled turbine vanes; lb. “But we can see opportunities to up- from our existing portfolio.” high-temperature titanium cases; and grade the core to get more performance He points to the strength of Rolls’s further developments of its Saber low- out of it and, though that wouldn’t take continuing relationship with Gulf- emissions combustor technology. us to 10,000 lb., it would provide the stream on the BR725-powered, Mach- An Alloy 10 impeller, low-leakage basis for that growth,” notes Kroeger. 0.925 G650 as an example of where “for seals and improved low-conductivity, Honeywell originally planned to run the future, we will base our growth on nano-laminate TBCs are being evalu- a HTF10000 demonstrator covering where we are strong.” A similar rela- ated in Honeywell’s Tech 7000 work- the 9,500-11,000-lb.-thrust range in tionship continues with Cessna, which horse test engine as part of the FAA’s 2008, but shelved the idea to focus on early next year will begin deliveries of Continuous Lower Emissions, Energy the HTF7000 as potential midsize ap- a revamped, AE3007C2-powered Cita- and Noise research program. plications grew beyond the initial 10K tion X with a top speed of Mach 0.935. With certifcation imminent for the range before mostly disappearing al- But beyond these programs, Rolls HTF7500E engine for Embraer’s mid- together as the market collapsed. Now remains coy about specifc technology size Legacy 500 and medium-light Leg- the picture is again changing, as the plans and strategic eforts to protect the acy 450, Honeywell is seeking growth midsize market stirs once more. high-end market. It is focusing much of opportunities in the midsize and SMS While the focus will be on higher- its research and development on tech- arenas. “We’re going to have to place thrust engines until the market for nology for an Advance 2 medium/small our bets. We’ve got to kind of guess at smaller business jets recovers, there turbofan, which could spawn a new gen- a gate and pick a thrust range below the is one key development expected in the eration of engines for the high-end busi- Silvercrest and above the HTF7000,” lower-thrust category: the long-antic- ness jet market as well as long-term re- Jim Kroeger, Honeywell’s director of ipated certifcation of the GE-Honda HF120 for the HondaJet light jet. Com- ing almost 10 years after the formation of GE Honda Aero Engines, and seven years after the launch of the HF120, approval has taken longer and cost more than either partner expected. Part of a larger strategic tie-up between the parent companies, the engine venture has endured a painfully Snecma’s Silvercrest has emerged as an early leader in the “10K” (10,000-lb.)-thrust sector.

slow certification effort. But Honda has learned invaluable lessons about engine design and development from GE, which in turn, has new insight into the Japanese company’s formidable capabilities for rapid prototyping. The 2,095-lb.-thrust HF120 incorporates some of the most advanced SneCma design features yet used on a small placements for the A320neo/737 MAX. engineering for propulsion systems, turbofan. These include a wide-chord, For technologies more specifcally said earlier this year. The Silvercrest is compound-swept fan and two-stage tailored toward corporate aircraft, centered on the 11,000-lb.-thrust class LP compressor, along with compos- Rolls is also running a demonstrator while the most powerful HF7000 vari- ite outlet guide vanes and a titanium called HiTPAC, an equivalent to the ant, at 7,445 lb. thrust, is the HTF7250G impeller. The engine also incorporates Rig 639 and Core 3/2 demonstrators powering the Gulfstream G250. GE’s materials know-how in the HP associated with the Advance 2 initia- “There is a hole in the market, which turbine, with a two-stage LP turbine tive. Rolls is also working quietly with we see as an emerging segment, and and counter-rotating high- and low- Gulfstream and others on engine con- the Honeywell [business aviation] fore- pressure shafts. cepts for supersonic business jets. cast shows strength in that area,” says GE-Honda entered the fnal leg of Honeywell, too, is banking on new Kroeger. In its 2012 forecast, the engine the engine certifcation process in May, technologies to help it expand beyond maker predicted a requirement for up just as the ffth and fnal conforming its HTF7000 engine family into more to 10,000 aircraft worth $250 billion to HondaJet joined the FAA function and advanced growth engines. These in- 2022, of which more than a third are ex- reliability fight-test program. Engine clude new “blisked” high-speed fan pected to be in the medium, medium- approval is expected in the fourth designs; higher-temperature turbine large and large sectors, within the po- quarter of this year, and Honda Air- disks made from Alloy 10, a powder tential scope of a higher-thrust engine. craft is targeting the end of 2014 for metal nickel-based superalloy; ther- With its current fan, Honeywell says certifcation of the HondaJet. c

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 67 Business aviation Beechcraft Hawker 400XPR In the Pipeline New business aircraft now in development Graham Warwick

Beechcraft Challenger 350 Hawker 400XPR Unveiled in May, this update of the super mid-size Bom- launched in november 2011, this factory upgrade reen- bardier Challenger 300 includes higher maximum takeof gines the Hawker 400XP/Beechcraft 400A light jet with weight, uprated 7,323-lb.-thrust Honeywell HTF7350s, 3,200-lb.-thrust Williams FJ44-4A-32s, adds winglets (and canted winglets, updated Rockwell Collins Pro Line 21 optional Rockwell Collins Pro Line 21 cockpit), for a 450-kt. avionics and larger cabin windows. Range increases to cruise and 1,655-nm range (four passengers). First fown in 3,200 nm at Mach 0.8 (eight passengers). First fight was in May 2012, deliveries are to begin by year-end. March, for service entry in 2014.

Global 7000/8000 bombardier’s response to the Gulfstream G650, in 2010, was to launch two larger members of the Global large-cabin jet family. The ultra-large Global 7000 has a four-zone cabin and 7,300-nm range at Mach 0.85 (10 passengers); the ultra-long-range Global 8000 has a three- zone cabin and 7,600-nm range at Mach 0.85 (eight passengers). With a Mach 0.9 high-speed cruise, they are powered by 16,500-lb.-thrust General Electric Passports, with Pro Line Fu- sion avionics and fy-by-wire. Entry into service Bombardier is 2016 for the 7000 and 2017 for the 8000. Learjet 70/75 Caiga Bombardier Primus 150 Learjet 70/75 Avic subsidiary China Aviation Industry General Aircraft is developing a fve-seat, pressurized single-turboprop with Upgrades of the learjet 40/45 super-light jets, with lower all-composite airframe, based on the U.S. Epic LT kitplane. fuel burn and better feld performance, the six-passenger Powered by an 850-shp General Electric H85, speed is tar- 70 and eight-passenger 75 (shown) have 3,850-lb.-thrust geted at 350 kt. and range at 1,400 nm. Honeywell TFE731-40BRs, canted winglets and Garmin

G5000 avionics. The Learjet 70/75 will fy 2,060/2,040 nm at Mach 0.75 (four passengers) and cruise at Mach 0.81 and 51,000 ft. Launched in May 2012, deliveries are to begin by year-end.

Learjet 85 the all-new, all-composite Bombardier Learjet 85 was launched in 2007. The eight-passenger mid-size jet is powered by 6,100-lb.-thrust Pratt & Whitney Can- ada PW307Bs and has Rockwell Collins Pro Line Fusion avionics. Max cruise is Mach 0.82 and range is 3,000 nm at CAIGA Mach 0.78 (four passengers). Delayed Primus 150 frst fight is expected late this year, for service entry in mid-2014.

68 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst Citation X cessna has upgraded the high-speed Citation X with a new cockpit and Cessna longer range. With uprated 7,034-lb.- Citation Longitude thrust Rolls-Royce AE3007C2s, Garmin G5000 cockpit and autothrottles, maximum speed is now Mach 0.935. First fight was in January 2012, with deliveries to begin early in 2014.

Citation Longitude Cessna Citation M2 cessna launched the super mid-size Longitude in 2012 to replace the canceled Citation Columbus. The eight-passenger this update of the cJ1 six-passenger light jet was jet is powered by 11,000-lb.-thrust-plus Snecma Silvercrest launched in 2011, and frst few in March 2012. The M2 has SC-2Cs and has Garmin G5000 avionics, a Mach 0.86 maxi- 1,965-lb.-thrust Williams FJ44-1AP-21s, Garmin G3000 mum speed and 4,000-nm range at Mach 0.82. First fight is avionics, a 400-kt. cruise speed and 1,300-nm range. set for mid-2016, service entry for the frst half of 2017. Certifcation is expected by year-end.

Citation Latitude the mid-size latitude is scheduled to fy early in 2014, having been launched in 2011 with certifcation targeted for 2015. The aircraft has a stand-up cabin for 7/9 passengers, 5,760-lb.-thrust Pratt & Whitney Canada PW306Ds, Garmin G5000 cockpit, 440-kt. cruise speed and 2,500-nm range.

Citation Sovereign launched in 2012, this update of the mid-size Sovereign increases speed and range and improves the avionics. The aircraft has 5,852-lb.-thrust Pratt Cirrus Aircraft & Whitney Canada PW306Ds, Garmin Vision SF50 G5000 cockpit, 458-kt. cruise and 3,000-nm range. First production fight was in April, with delivery this year. Cirrus Aircraft Vision SF50 Work on this $1.96 million single-engine personal jet has accelerated under Cirrus’ Chinese owners. The “5+2”-seat jet is powered by a Williams FJ33-5A, with Garmin cockpit. Range is 1,000 nm at 300 kt., 1,200 nm at 210 kt. First “verifcation aircraft” few in July 2008, but frst conforming aircraft is to fy early in 2014 and certifcation/delivery is planned for late 2015.

Eclipse Aerospace EA550 Eclipse Aerospace After buying the eclipse 500 very-light-jet program out of liquidation EA550 in 2009, Eclipse Aerospace relaunched production in 2012, fying the frst improved EA550 in mid-2013. Now priced at $2.895 million, the EA550 has the aviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 69 Business aviation same 900-lb.-thrust Pratt & Whit- ney Canada PW610Fs, improved avionics, autothrottles, anti-skid, deicing and other upgrades. Maxi- mum speed is 375 kt. and range 1,300 nm. Deliveries are planned to begin by year-end. Embraer Legacy 450/500 in 2008, embraer launched a pair of clean-sheet medium-light and mid-size jets based on the same airframe, stand-up cabin, engines and systems. Powered by 6,540-lb.-thrust Honeywell HTF7500Es, with Rockwell Col- lins Pro Line Fusion avionics Embraer and fy-by-wire, the aircraft have Legacy 450/500 a Mach 0.82 cruise speed and a range of 3,000 nm for the mid-size Legacy 500 (shown) and 2,300 nm

Epic Aircraft E1000

for the shorter, lighter 450. The 500 frst few in November 2012, for service entry in the frst half of 2014; the 450 will fy this year for delivery in the frst half of 2015. Epic Aircraft E1000 Acquired by russian Mro engineering in 2012, Epic Aircraft plans a certifed version of its Epic LT single-turboprop kitplane. Pow- ered by a Pratt & Whitney Canada PT6A- 67A, and with Garmin G1000 cockpit, the $2.75 million E1000 is planned to fy early in 2014 and be certifed early in 2015.

Honda Aircraft HA420 HondaJet Honda Aircraft honda has pushed certifcation of the light HA420 HondaJet

70 AviAtion Week & SpAce technology/october 14/21, 2013 aviationWeek.com/awst Kestrel Aircraft K-350 Kestrel Aircraft K-350 begun by the U.k.’s Farnborough Aircraft, work on this 6/8-seat, all-composite, single turboprop was taken over by U.S.-based Kes- trel Aircraft in 2010. With a 1,700-shp Honey- well TPE331-14GR and Garmin G3000 cockpit, Kestrel is targeting a 320-kt. cruise speed and 1,300-nm range. First fight is planned for summer 2014, for delivery by early 2016—if the required funding can be raised.

HondaJet back to the end of 2014, citing delays with the Pilatus Aircraft 2,050-lb.-thrust General Electric/Honda HF120 engines, PC-24 which were to be certifed by the end of September. The proof-of-concept HondaJet few in 2003, to test the over- pilatus made its long-anticipated move into the jet mar- the-wing engines and natural-laminar-fow aerodynamics. ket this year, unveiling a clean-sheet, mid-size jet that is The frst conforming aircraft few in December 2010. The planned to fy at the end of 2014 for certifcation early in HondaJet has a Garmin G3000 touchscreen cockpit, 420- 2017. The PC-24 is a 6/10-passenger/combi aircraft with kt. cruise and 1,180-nm range. standard cargo door and short/soft-feld capability. Pow- ered by 3,400-lb.-thrust Williams FJ44-4As, with Honey- well Apex/Epic avionics, the PC-24 will have a 425-kt. and 1,950-nm range (with four passengers).

Syberjet SJ30 Designed in 1986 by Ed Swearin- gen, frst fown in 1996 and certifed in 2005 by Sino Swearingen Aircraft, the SJ30-2 was acquired from bankrupt Emivest in 2011 by airframe supplier Metalcraft Tech- nologies, which plans to start production by mid-2015. An upgraded cockpit based on Honeywell Epic avionics is to fy early in 2014. Pow- Pilatus Aircraft ered by Williams FJ44s, the SJ30 PC-24 has a Mach 0.83 cruise and 2,500- nm range.

Syberjet SJ30

aviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 71 Business AviAtion

the integrated fight management sys- Life After DayJet tem [IFMS].” Whether to upgrade was up to the customer, but more than 70% Eclipse is back in production fve years after of the feet now has IFMS. “We priced it afordably enough that air-taxi venture and very light jet market collapsed many customers have invested less in their aircraft and its completion than Graham Warwick Washington they could sell it for today,” says Hol- land. In 2009, an Eclipse was worth ive years after DayJet’s ambi- convention in Las Vegas Oct. 22-24, around $750,000. Owners have spent tious adventure into per-seat, on- the company will have accomplished $300,000-400,000 on upgrades, for a F demand air taxi operations ended those objectives. total investment of around $1.1 million. in fnancial failure, two key components BoldIQ, meanwhile, is working to ap- “Today, aircraft are selling for $1.5 mil- are making a comeback—the Eclipse ply the software that enabled DayJet’s lion or better, so the increase in value very light jet and the operations man- unscheduled operations to other mar- is greater than the money they put in,” agement and optimization software that kets that must optimize resources and he says. was DayJet’s secret weapon. deal with disruptions to operations, The third business objective, put- Launched in October 2007 in Flor- including commercial airlines, main- ting the Eclipse back into production, ida, DayJet ceased operations in Sep- tenance and health care providers and took longer than expected because tember 2008, and its collapse helped the military. of business aviation’s slow recovery push already struggling Eclipse Avia- By the time it fled for bankruptcy, from the fnancial crisis of 2008. “We tion into bankruptcy two months later. “old” Eclipse had delivered almost 260 thought we could get production go- So far, no one has tried to resurrect aircraft in just 17 months. When “new” ing in three years, by the end of 2012, DayJet’s service model, but the aircraft Eclipse took over barely a year later, but the markets did not move back as manufacturer was purchased out of 50% or more of those were grounded quickly as expected,” Holland says. liquidation in August 2009 and BoldIQ by lack of spares and 850 part num- But there are signs of improvement, is fnding new markets for the software bers were on back order. Today, all but he says, and the company plans to be- technology. a couple of aircraft are fying and “in gin Eclipse 550 deliveries by year-end. When the “new” Eclipse Aerospace May we had a week with zero parts First flown in mid-year and priced opened its doors in September 2009, on back order for any customer,” says just under $3 million, the 550 incorpo- the company had three business objec- CEO Mason Holland. rates several improvements over the tives: restore service and support for With support restored, Eclipse set 500. The biggest is a new cockpit panel existing Eclipse 500 operators; com- about upgrading the aircraft, which did with more-powerful processors and plete development of the very light jet; not have integrated GPS or the ability dual-redundant IFMS. “On the 500, the and return the aircraft to production. to fy into known icing. “We called it FMS is in the MFD [multi-function dis- With the planned unveiling of the frst an upgrade, but should have called it play]. On the 550, we have databases for new-production Eclipse 550 at the Na- completion,” he says. “We worked with the FMS in both PFDs [primary fight tional Business Aviation Association our avionics team to quickly develop displays]. It still displays on the MFD, EclipsE AviAtionEclipsE

Production of the improved Eclipse 550 is underway at Albuquerque, N.M.

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PRODUCED BY: AVIATION WEEK EVENTS APP NBAA APP SPONSORS: BROUGHT TO YOU BY: Business AviAtion but if any display fails, it can move to in Japan, but Eclipse bought back the side investor saw the potential of its another screen,” Holland says. tooling and inventory and has enough optimization software and bought the The third attitude/heading reference wings in stock at its Albuquerque, code, says Roei Ganzarski, president system has been moved out of the MFD N.M., assembly plant to meet produc- and COO of Seattle-based BoldIQ. To- into a standby unit “providing a fourth tion plans into 2015. It has not decided day, the company is developing markets way to fy the aircraft.” Other improve- where wing manufacturing will resume. inside and outside aviation for its two ments include glass windscreens, cabin “At low production rates, it is easy to do software platforms. and cockpit noise reductions, and anti- at Albuquerque. At higher rates, PZL The operations management soft- skid brakes. The company is beginning makes sense,” says Holland. ware, with its embedded optimization a program to add synthetic and en- A key piece of DayJet, meanwhile, engine, is already used by charter, hanced vision, he says. was its ability to operate with no aircraft-management and fractional- Eclipse aims to produce 2-2.5 aircraft fxed schedule, constantly adjusting ownership companies. Now, BoldIQ is a month and “exit 2014 closer to three operations as customers booked seats targeting truck and taxi feet opera- a month,” says Holland, who adds that or changed plans, while minimizing tors and the energy sector, as well as the aircraft is “selling at that rate.” The fights with one or no passengers and optimizing computer systems in the supply chain is back up and running, operating within constraints such health care and information-technol- including Pratt & Whitney Canada as weather and pilot duty times. To ogy markets. PW615F engines and fuselages and accomplish this, DayJet developed A selling point for the system is it empennages from Sikorsky subsidiary automated operations management produces an operational, not theoreti- PZL-Mielec in Poland. software and an optimization engine. cal, solution, Ganzarski says. “[DayJet Wings for the 500 were built by Fuji As DayJet neared demise, an out- founder] Ed Iacobucci needed a result

4,500 hr. of ground evaluations on its Next “iron bird” and performed 16,000 hr. of systems testing. A good part of this was Niche accomplished before frst fight, setting Embraer’s Legacy 500 program is approaching the halfway point in planned fight-test hours with a number of critical tests upcoming.

up a smoother test program not only for the 500, but also the 450. Embraer is checking of key tasks, with test aircraft SN001 undergoing Embraer aims to expand the artificial ice-shape trials and scheduled for avionics and autopilot certif- standard for midsize jets cation, along with steep approach tests. EmbrAEr SN002, which few in February, will be Kerry Lynch Sao Jose dos Campos, Brazil used for natural icing and crosswind tests, along with external noise certif- lmost a year after Embraer few the 500 is now progressing toward cation. The aircraft recently completed its frst midsize jet, the Legacy certification in the first half of 2014. landing-gear spray trials to evaluate en- A500, the company is preparing Embraer actually rolled out the initial gine water-ingestion on a wet runway. to fy its smaller sibling, the Legacy 450. 500 in December 2011, but frst fight SN003, meanwhile, made the Legacy The two models, essentially the same did not follow until November 2012 as 500’s frst public appearance at the Eu- aircraft sized for diferent markets, are it worked to address certifcation au- ropean Business Aviation Conference part of the Brazilian airframer’s ambi- thorities’ lingering concerns about the and Exhibition in May and will fy to Las tious agenda to ofer a product in every fight control system. Vegas for the National Business Avia- major business-jet category. Now, with three prototypes having tion Association convention Oct. 22-24. Embraer filled the entry-level and logged more than 650 of the planned It has undergone avionics and cold-soak light-jet niches with its Phenom 100 1,500 hr. of fight tests, authorities ap- tests and is in high-intensity radiated and 300, the super-midsize and large pear impressed by the system, says felds and lightning trials now. Future markets with the Legacy 600/650, and Embraer test pilot Eduardo Camelier. plans include maturity fights, mainte- the ultra-large with the Lineage. Now FAA and European Aviation Safety nance training and simulator validation. comes the Legacy 500, an aircraft tar- Agency pilots have fown the aircraft SN004 is on the assembly line at geted for the midsize market but with within the past six weeks, he says, and Embraer’s plant here, where both the a cabin closer to super-midsize. their feedback was positive. Legacy 450 and 500 will be built, along Delayed more than a year by soft- While fight testing has not yet hit the with the Phenoms and Legacy 650, ware issues with its fy-by-wire system, halfway point, Embraer has amassed which is based on the ERJ 135 regional

74 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst he could implement, so we take all timization tool,” he notes, particularly the aircraft remains game-changing. the rules, regulations and workfows in markets that need to recover quickly “It was the frst new aircraft designed and produce an optimal operational from operational disruptions. Beyond post-2000, where others are 1960s and solution,” he says. Within 60 sec. of a continued expansion in business avia- 1970s redesigns. It was designed using change, the software produces three tion, there is optimization of commer- the newest technology out there and is alternative mitigation and recovery cial airline operations. “They have long- the most cost-efective way of carrying plans, with ripple efects on custom- term network planning tools, but are a payload relative to its thrust, speed ers and fnancials. This optimization not strong on real-time optimization,” and range,” he says. “In private aviation, can reduce business aviation operating he says. Then there is maintenance, 70% of all personal business travel in- cost by 4-16%, he says. repair and overhaul, “which is a huge volves three or fewer people fying 750 When fractional operator AvantAir, real-time disruptive environment.” nautical miles or less. The Eclipse can which has since suspended operations, There is also the military, and its carry four people and fy 1,250 nautical cut its feet to 24 aircraft from 54, it only need to reduce costs and resources. miles. It easily meets the need.” reduced revenue fights 10%, he says, by BoldIQ has an agreement with an un- The problem with the “old” Eclipse using the optimization engine to work manned-aircraft company to optimize was not the aircraft, but “a bad fnan- aircraft harder and minimize dead-head the use of UAVs. “We can increase the cial plan,” says Holland. “They got fights. BoldIQ has yet to break into cor- missions by 10%, which means they can there from a product viewpoint, but porate fight departments, but “with six buy fewer UAVs for the same missions not fnancially. They spent too much or more aircraft, it makes sense to look or do more missions,” Ganzarski says. too quickly—I like to say they spent at optimization,” says Ganzarski. Looking back, Holland says 2009 was $1.4 billion on a $700 million efort— “We see four key markets for the op- a good time to buy Eclipse, and believes and the markets turned on them.” c

jet. Embraer is still making room for its midsize aircraft with the frst full fy-by- on sales of the 500, which is priced at newest products at the business-jet as- wire system in the category. The goal, $18.4 million, more than $1 million less sembly plant, shifting some structures he says, is to “create a new standard for than Cessna’s Citation X, but $1 million work to its factory in Portugal. the segment” with its cabin. The same more than Bombardier’s new Learjet Certifcation of the 450 is expected holds true for the 450, which is shorter 85. It is also mum on the 450, priced to follow about a year behind the 500. but has the same fat foor and cross- at $15.25 million, just above Cessna’s Marco Tulio Pellegrini, senior vice section, and nearly 2,300-nm range. new Latitude that will compete head- president and COO of Embraer Ex- Embraer is not providing details on with the smaller Legacy. c ecutive Jets, says it may well fly by year-end. The the fuselage was joined in August and wings were mated in late September. With about 95% systems commonal- Proving ity, much of the work accomplished on the 500 can roll over to the 450, particularly for iron-bird trials. Some cables The Impossible and tubing need to be shortened, but the same rig will be used for 450 testing. Embraer is working toward a com- Despite skeptics, VistaJet’s Thomas Flohr mon type rating for both aircraft, which insists the company is for real are powered by Honeywell HTF7500E turbofans producing 6,500 lb. thrust for Jens Flottau Frankfurt the 500 and 6,080 lb. for the 450. The aircraft share the same cockpit with he story clearly seems too good to airlines renew their fleets. But it is Rockwell Collins Pro Line Fusion avion- be true. A small, privately owned from VistaJet, an operator of 37 busi- ics. Operating procedures and aircraft Tbusiness jet operator places the ness jets based in Switzerland. And on handling will be the same, says Augusto biggest-ever order for large corporate top of that order, the company bought Salgado da Rocha, senior manager for jets and conquers the market with its 20 Bombardier Challenger 350s. product strategy and sales engineering. not-so-unusual business model, while However, even before the latest The primary diference is the target others complain about the continuing Bombardier orders, VistaJet had been market. With its fat foor, 6-ft. height crisis in European business aviation. facing serious skepticism. The com- and 6-ft. width, the 500 cabin is more It is the story of Thomas Flohr, 52, pany is generally viewed as a reliable comparable to that of a super-midsize and VistaJet. Flohr, who is still the sole operator, but its many critics in the aircraft. But Salgado da Rocha stresses, owner of the company, last year placed industry have trouble understanding “We aren’t trying to be super-midsized.” an order for 142 Bombardier Globals, how the current business can be proft- That category typically has ranges of 56 of which are frm. A commitment on able. “It is tough to make money for ev- 3,400 nm or more, but he says, “we don’t that scale was unheard of in the indus- erybody, but the larger the aircraft are, want to go there.” Instead, Embraer is try, resembling the volumes that might the tougher it gets,” says one industry comfortable ofering a 3,000-nm-range occasionally be seen when the largest executive. Contrary to most other play-

AviationWeek.com/awst AviAtion Week & SpAce technology/october 14/21, 2013 75 Business AviAtion ers, VistaJet owns its aircraft rather Globals that is due to arrive starting in tioning the company at the high end of than just managing them, so its fnan- mid-2014 will be allocated to the U.S. the market with Challenger 350s and cial exposure and the investment need- operation, illustrating how massively Globals. ed is much greater. Also, empty ferry important that agreement will be. Flohr argues that the fact that Vista- fights between long-haul destinations In the next two years, VistaJet will Jet owns its aircraft is a big advantage often pose a great financial burden. take delivery of 24 Globals, including over management-only companies that Contributing to the risk is the difcult 12 in 2014 and another 12 a year later. can have aircraft pulled by their own- access to cabotage rights in emerging Flohr is convinced that options will also ers at the last minute, leaving them markets such as China. And then, add be converted. “We need to see the take- scrambling to fnd replacement capac- the very costly Global order to all these up of the aircraft,” he says. “It’s a lot of ity for frmly booked missions. potential obstacles. “Everybody asks planes, but if all comes through . . . .” However, ownership also means how they are going to finance that,” Whether or not VistaJet can grow VistaJet has more asset risk and says one observer. as quickly as hoped will depend on needs to keep utilization high. Par- Flohr says he could not be more its ability to obtain air operator cer- ticularly in the early stages of its relaxed. “I’m quite happy that my tifcates (AOC) in the key markets it development, with a relatively small competitors still don’t get how our wants to penetrate. The company has feet, fying empty runs between two business model works,” he tells Avia- had early success in getting access to revenue flights has also been a risk tion Week. VistaJet is funding the Russia and Nigeria, and now the U.S. factor. Flohr says that is diminishing acquisitions partly through cash fow has been added. One country that is as the feet and customer bases grow, generated by operations and partly taking longer than expected is China. though, and the company’s operational through commercial bank loans. Ac- Flohr had hoped to have reached and marketing fexibility increases as

cording to its founder, the company vistAJEt can actually “pick and choose” banks because demand to make deals with it VistaJet has placed large orders for business jets to support its growth in key markets, including the U.S. and China. outstrips its needs. Since deliveries are stretched so far out, not all of the giant order has been fnanced yet, but Flohr says he is making sure that fnancing is in place well in advance. an agreement with Air China afliate it receives more AOCs and gains bet- The company carried 25,000 pas- Beijing Airlines by now that would ter market access. sengers last year and few 10,000 in- have been similar to the deal with Jet Despite the startup challenges, ternational trips in 2012. Revenue has Aviation in the U.S., mainly because Flohr insists that “we have been sig- been growing by 20-25% annually and “it takes longer to do it on your own,” nifcantly proftable from day one.” is estimated to have reached around he says. But negotiations have been Continuous adjustment of its feet $400 million last year. Because Vista- tedious and VistaJet is now working structure is also part of the model. Jet is a privately held company, it does on an alternative solution involving an- The company typically sells its air- not disclose fnancial data. It guaran- other partner. “We have not made the craft after 4-5 years, just before the tees customers an aircraft with 24-hr. progress we wanted,” he concedes, but manufacturer’s warranty expires, notice, and typically sells chunks of talks are continuing in parallel. reducing its exposure to expensive 50, 100 or 200 hr. that must be fown A Chinese AOC would enable Vista- unscheduled maintenance. Neverthe- within a defned period. Jet to not only move customers to and less, the pricing and depreciation risk VistaJet’s strategy initially has been from China, but also within the coun- of owning aircraft remain. For the mo- to go into the operationally difcult but try. Three Globals are set to be based ment, Flohr sees a “signifcant aircraft lucrative niches. Its jets fy from Cen- there. After an eventual approval by devaluation at the small end of the tral Asia to sub-Saharan Africa to con- the Chinese authorities, India is next market” but a “continuing pickup of nect emerging markets that cannot be on Flohr’s list, a project that is to be [Bombardier] Global demand,” leading reached efciently using commercial started in the second half of 2014. And to a “signifcant improvement in val- airlines and where its own competitors even further out, he plans to devote his ues.” It is too soon to tell what will hap- lack know-how, experience and scale. attention to improving access to the pen to business aircraft values if the What Flohr is betting on is that the Latin American market, which is still number in service grows as strongly model works in the more mainstream small, but growing rapidly. Flohr says as expected in the coming years. But markets as well. The Wheels Up/ he wants to deal with these projects Flohr argues that “we are not counting Jet Aviation deal reached last month “one at a time.” on reselling aircraft.” Also, taking the gives VistaJet real access to the big- VistaJet’s current feet of 37 aircraft company public is not in the plans at gest executive jet market by far—the is to grow to 55-60 by the end of 2015. the moment. “We don’t need to raise U.S.—which is the “missing link,” All of the Learjet 60s will be phased cash to fnance multi-billion [euro] in- Flohr notes. About half of the feet of out by the middle of 2014, clearly posi- vestments.” c

76 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst Army AviAtion

ny is building the TR36TD demonstra- Doubling Down tor, an optimum-speed tiltrotor. Under JMR, the Army hopes to Fate of tiltrotor technology experiment with aircraft capable of fying 230 kt.; the Valor is expected to lies largely with ArmyÕs FVL plans exceed that by 50 kt. The approaches taken by Garrison Amy Butler Washington and Karem are gutsy. The Army has a tattered history with tiltrotor technol- ill the U.S. Army, the Pen- to replace the Black Hawk and Apache ogy, helping to back the XV-3 tiltrotor tagon’s largest consumer feets—will likely be the frst to be com- demonstrator in the 1950s and XV-15 Wof rotorcraft, ever buy into peted. It will also be the largest single demonstrator project in the 1970s; the tiltrotor technology in its pursuit of a tranche of FVL work and likely set the latter eventually led to the V-22 design. replacement for the workhorse Black competitive landscape for rotorcraft in But, the Army ultimately stuck with Hawk and Apache feets? the U.S. for decades to come. conventional helicopter models for its John Garrison, CEO of Bell Heli- Boeing, Bell’s decades-long partner diverse missions—the UH-60, AH-64, copter—builder of the most successful on the V-22 tiltrotor for the U.S. Marine CH-47 and OH-58 families. tilt rotor, which is capable of taking of Corps and Air Force, sees a very difer- The V-22 moved forward only for the and landing vertically but fying like an ent future for rotorcraft. In a surprise U.S. Marine Corps with a program of aircraft—is betting that the Army will. move earlier this year, Boeing aban- 360 aircraft and another 50 for Air The company already has a foot in doned its longtime Osprey partner Bell, Force Special Operations. A notional the door. The Army recently gave Bell which was developing the V-280 Valor, requirement of 48 for the U.S. Navy a contract to develop its tiltotor tech- a new tiltrotor, for the Army require- has still not been formalized. So, tiltrotor technology remains a niche capability of combined speed and large payload. Without a volume buy, such as the Army’s FVL-medium program could provide for the V-280, Bell cannot make good on the promise of combining speed with afordability. Largely due to its high cost, the V-22 has not yet garnered a foreign sale, though Bell/Boeing ofcials have said for years they are close to their frst. The likely frst customer would be Israel, with the United Arab Emir- ates expected to follow. Japan is also considered a serious prospect. The average price for the V-22 for the U.S. Marine Corps in fiscal 2012 was $67 million. That is sliding up to a $70 million target price under the recently Bell is betting that the superior speed of the V-280’s signed $6.5 billion Multiyear 2 agree- design will win support from the U.S. Army. ment for 99 aircraft for the Pentagon, according to Col. Greg. Masiello, former Bell Helicopter concept V-22 program manager. Ninety-two will nology for the Joint Multirole (JMR) ment. Garrison says the V-280 will cost go to the Marines, with the balance for Technology Demonstration project; half as much as the V-22 Osprey, or the Air Force. the results will help the service decide roughly $35 million a unit at peak pro- Though USMC and industry ofcials how to proceed with a Sikorsky Black duction for the roughly 4,000 aircraft previously targeted a per-unit price Hawk and Boeing Apache replace- run, addressing some of the critics who below $60 million, early manufactur- ment. Sikorsky(teamed with Boeing), say the Osprey is cost-prohibitive. ing challenges, the Pentagon’s order Karem Aircraft and AVX Aircraft are Instead, Boeing has switched sides volume and unrealized foreign sales also working under similar, nine-month and is backing Sikorsky’s plan to pur- all have pushed costs higher. contracts to refine initial designs in sue a compound helicopter design Masiello expects foreign sales could preparation for a fscal year 2017 fight based on Sikorsky’s X2 work with co- reach 100 aircraft in 10 years, but Gar- demonstration if the Army can aford it. axial rotors. AVX plans to build a 70% rison acknowledges that each country Data from the JMR demo are ex- scale demonstrator of its compound is only likely to buy 8-10 units, so it will pected to feed into the Army’s plans helicopter design. take a group of orders to move the nee- for the Future Vertical Lift (FVL) ef- Karem, designer of the Predator dle on the production line. fort. Though FVL is divided into sepa- and A-160 Hummingbird unmanned Garrison says that advances since rate sizes and classes of helicopters, aircraft, shares Garrison’s view that a the V-22 was designed in the 1980s bol- the contract for FVL-medium—slated tiltrotor is the best option. His compa- ster his claim that the V-280 can come

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 77 Army AviAtion in at half the cost. “We know we can customer base with a long-anticipated account, given its higher cost. Based take significant cost out of the wing U.S. Navy order of Ospreys. solely on unit cost, the V-22 has little and the wing design and the fuselage The V-22 is one of two candidates for chance, even though its fying-hour cost and fuselage design and the drive and a C-2 Greyhound replacement for the has decreased by 19% to $9,250. drive design . . . since the time the V-22 Navy’s Carrier Onboard Delivery (COD) “There is no development cost [with was developed,” he notes, adding that mission. It is up against an upgraded the V-22.] To get a new COD . . . there advances in manufacturing composite C-2 proposed by Northrop Grumman. is going to be signifcant development materials also would lower costs. The But, Bell/Boeing will have to infuence dollars” needed, Garrison says. “If V-280’s design calls for the engine to be the requirements and procurement you look at the up-front acquisition fxed horizontally on the wing with the strategy processes to allow for the at- cost when you compare [the V-22] to rotor and drive system located in the tributes of the V-22 to be taken into an H-60, it looks expensive. But, if you tilting pod. This allows for troops to use a side door, rather than relying solely on the rear door as with the Osprey. Aside from the V-22 and Huey work (the UH-1Y and AH-1Z), Bell’s military work is minimal. Doubling down on the Foreign Pursuits promise of vertical lift and speed found in the tiltrotor is risky. Suppliers of Army helicopters are building Garrison acknowledges that the ultimate winner of the FVL-medium closer ties to develop export opportunities competition will dominate the domestic military rotorcraft market for the Tony Osborne London foreseeable future and be a shoo-in for a vast international market. “If you look xport customers are playing a some 150 helicopters to international at the scope and magnitude [of FVL- key role in shoring up produc- customers. On the Apache, Boeing has medium], it is the [Joint Strike Fighter] Etion for the wave of U.S. Army currently sold aircraft to 12 nations, helicopters entering service. but this will soon increase with sales The U.S. Army is openly widening to India and South Korea, which have its pursuit of Foreign Military Sales both selected the aircraft. The govern- (FMS) programs, closely engaging ment of Indonesia is also considering with the manufacturers in pushing an order for eight Apaches. Boeing’s AH-64E Apache and the CH- “On that weapons system, countries 47F Chinook, as well as Sikorsky’s have the same desire for the same capa- UH-60M Black Hawk, in a bid to help bilities, and a partnership with the U.S. secure the Army’s multiyear buys and Army helps to construct that,” Caret ex- the economies of scale needed to de- plains. Boeing also points to the Chinook, liver lower per-unit prices. for which it says it has “proactively” “Both the Apache and Chinook pro- thought about the potential for interna- grams have the greatest percentage of tional sales and planned those into the international market space of any of option quantities within the multiyear our programs in the defense sector,” contracts. The one signed in June in- says Leanne Caret, vice president and cludes 155 aircraft and 60 options. general manager of vertical lift at Boe- “With those options, we are able to ing. “Selling globally involves a lot of work collectively and collaboratively time. If you are dealing with 20 difer- with the Army and identify where this Bell Helicopter CEO ent countries, each with diferent feet would fall on a country-by-country per- John Garrison sizes—maybe of eight or ten aircraft— spective,” says Caret. that’s not enough to keep a production “The multiyear contracts bring sta- for the rotorcraft space . . . It has the po- line open on its own, so it is really that bility for the next fve years, and what tential to be a signifcant consolidating combination of the U.S. [sales] base we want to do is make certain that we event in the industry just like [F-35] on with the international sales that makes are working with the U.S. Army and the fghter side,” Garrison tells Aviation it afordable.” generating that interest, which will Week. The winner “will ultimately re- Caret notes the company has en- bring that further stability. place the existing portfolio of rotorcraft joyed a close relationship with the “Where the beneft comes in is from products, just like the JSF is going to Army as it pursues international sales the supply chain and from our own replace the F-15s [and] the F-18s. It will with an ever-wider group of countries. production rate,” Caret notes. “The be the vertical-lift asset of the future.” Currently, 18 nations operate the CH- greater the stability in the supply FVL is unlikely to move forward until 47 Chinook, but new opportunities in- chain, whether it is at our level as the the 2020s, as the Army struggles with clude sales to four additional countries OEM or within the supply base, then budget cuts and awaits the outcome of as well as supplying additional aircraft they [customers] are going to continue the JMR demonstrations. In the mean- to 11 more, resulting in direct commer- to see the benefts. time, Bell is hoping to widen its tiltrotor cial (DCS) and foreign military sales of “Regardless of whether it is a DCS

78AviAtionWeek&SpAcetechnology/october14/21,2013 AviationWeek.com/awst look at the capabilities of what it can with the C-2s today, the cargo is then think the ultimate capability of a tiltro- perform, it doesn’t look as expensive.” ferried to ships from the carrier via tor in a commercial application could Bell’s strategy will be to argue that conventional helicopters. be viable,” he says. the V-22 can handle direct delivery mis- An eventual Army buy-in for the Until 2009, Bell had been teamed sions, or hauling cargo and personnel V-280 could be the impetus to drive til- with AgustaWestland on the AW609, direct from a land base to a variety of trotors into the commercial market, ex- which is targeted primarily for the ships—including those with smaller plains Garrison; the V-22’s high cost pre- nonmilitary market. AgustaWestland is decks. An upgraded C-2, by contrast, vented it from penetrating that market. continuing work on the project, though would rely on the arrested landing and “When you start getting to the vol- it has not captured wide sales appeal. c catapult takeof systems on the large- umes you are talking about here, now deck aircraft carriers to move cargo. As you are getting to a price point where I With Graham Warwick in Washington

or FMS sale, we will always partner have been ftted with a Thales cock- bidder in India’s attack helicopter pro- with the Army, because we don’t want pit to align them with the rest of the gram, for 22 aircraft. Eight have also to catch them off-guard, and many U.K. Chinook fleet. Opportunities been requested by the government of times the customers don’t always re- also exist in Libya, possibly through Indonesia as it works to strengthen alize what is involved in setting up a Boeing’s marketing agreement with its armed forces. Boeing has also de- new operation.” AgustaWestland to support sales of livered Block 3 Apaches to the Taiwan- Production of CH-47Fs for the the Chinook in other regions. Poten- ese Army—the customer once known Army is scheduled to end in 2019, but tial sales may also come from Turkey, as “Sky Eagle.” deliveries of the upgraded Block 2 air- Saudi Arabia and Qatar, as well as Most of these purchases will be com- craft are planned to begin in 2020, and with follow-up orders from Morocco, pleted through the FMS system, be- it is expected that the Army will up- Egypt and the UAE. cause those nations want the close asso- grade all of its Chinooks to Block 2. At Sales of the Apache have also grown ciation with the U.S. Army. Boeing does the same time, international sales are significantly, particularly since the ofer the option of delivering Apaches expected to increase, and while Boe- launch of the Block 3 program, now through direct commercial sales; but ing is projecting deliveries to dip to AH-64E, with Middle Eastern custom- the purchase of mission equipment 40 aircraft in 2020 from today’s level ers ordering upgrades and enlarging and weapons has to go through the of around 55 a year, it is forecasting existing feets. Saudi Arabia is set to FMS system, often resulting in the en- that annual production could climb to become the second-largest operator tire package—including aircraft—being above 70 by 2023. of the type, with orders from the land delivered through the FMS process. Chinook sales have been generally a forces, national guard and royal guard. Sikorsky is also pushing its UH-60M mix of DCS and FMS. DCS contracts The United Arab Emirates is also re- Black Hawk, achieving FMS and DCS allow the customers to modify the questing 30 upgrades for its existing sales for the model in Bahrain, Mexico, aircraft for their specifc needs. For Longbow Apache feet, and another 30 Sweden, the UAE and Saudi Arabia, example, Canada’s 15 new CH-147Fs new-build aircraft. as part of the wider sale of helicop- will be among the most advanced Further opportunities may emerge ters to the Saudi land forces and na- Chinooks, featuring a new cockpit from Qatar, which has requested 24 tional guard. The Defense Security avionics suite and a new electrical aircraft. South Korea’s heavy attack Cooperation Agency (DSCA) also has system centered on two new 60 KvA helicopter program has ordered 36 FMS prospects for Qatar, Taiwan and generators. The U.K.’s Chinook Mk6s AH-64Es, while Boeing is the preferred Thailand. c Canada’s new CH-147Fs are among the most advanced Chinook variants. Boeing

AviationWeek.com/awst AviAtionWeek&SpAcetechnology/october14/21,2013 79 Army AviAtion

National Guard equipment and personnel, like this C-27J and its crew, bring eagerly sought local jobs and economic benefts.

The Air Force chief of staff, Gen. Mark Welsh, agrees. “You just have to balance how far you can go in each mission area,” he says. “We’re looking at a by-type aircraft [Guard or federal unit assignment] even within those mission areas, because you do hit a point where your operational capability or your ability to respond quickly are impacted. And it’s diferent in every mission, U.S. DefenSe Department from space to mobility to fghters.” But the National Governors Associa- Guard Up tion (NGA) remains unsatisfed. “Given that the Air National Guard also pro- The U.S. Army and Air Force are embracing vides 35% of total Air Force capabilities for only 6% of the total Air Force bud- the National Guard even more, like it or not get, the governors believe more should have been done to leverage the National Michael Bruno Washington Guard’s cost-efectiveness and high level of skill rather than continuing to view or the U.S. Army and Air Force, it represents a total Army end-strength the Air National Guard as the bill-payer is still far from their state-militia reduction of more than 18% over seven to protect the active component,” says Forigins, but it could be a big step years, with 26% and 9% reductions in Heather Hogsett, staf director for the back to the beginning. After surging active and reserve forces, and 12% in the NGA’s Committee on Health and Home- active forces to the wars in Iraq and Army National Guard. land Security. Afghanistan, the two armed services Guardsmen, proponents assert, cost Like the U.S., the U.K. also is look- are considering restructuring and about one-third what an active soldier or ing to lean more on its reserve units relying more on state-based National airman costs—but that is because they for the same reasons. Reservists form Guard units as a way to meet federal are mobilized far less. Pentagon ofcials just 16% of British armed forces now, spending caps. note that guardsmen cost the same re- but in its long-awaited “white paper,” For Pentagon leaders, it is a reluc- gardless of whether they are activated; the 2010 Strategic Defense and Secu- tant—albeit viable—way to live with moreover, their training and equipment rity Review, the defense ministry set increasingly impenetrable annual are provided by Washington. At the out plans to make increased use of re- spending ceilings under the 2011 Bud- same time, less training and mobilization serves. In its Army 2020 plans, part of get Control Act, which threatens near- means lower readiness and profciency. its wider Future Force 2020 initiative, ly across-the-board cuts automatically. Consequently, when pressed by the ministry aims to reduce regular But for state governors and delega- lawmakers, Army Gen. Raymond Odi- force levels to 82,000 and raise reserv- tions to Congress, the transition would erno, the chief of staf, explains why he ist numbers to 30,000, plowing almost be a welcome move to protect local jobs is resisting calls to cut even more ac- $3 billion (£1.8 billion) into reservist and economic benefits such as with tive soldiers while either cutting fewer operations—promising a higher level Army National Guard Sikorsky UH-72A guardsmen or even growing their of training, much closer to the levels light utility helicopters or Air National ranks. “We’re taking a 26% reduction in provided to regular troops. Guard Alenia Aermacchi C-27J light the active component and only 12% re- The changes result from a need to airlifters. That is especially true as duction in the National Guard, so I have provide capabilities that the regular USAF leaders push for elimination of taken [costs and capabilities] into con- British army cannot aford to sustain, Guard-based weapons like the C-27J or sideration,” he says. “But to go further such as medical specialties, but also A-10 to help meet the budget law’s caps than that is very dangerous because you the need to use specialists from the or its sequestration of funds (AW&ST lose the immediate readiness that you civilian workforce, in areas such as Oct. 7, p. 54). have with the active component. information technology. Still, the min- To be sure, the Guard will take a hit “I’ve got to have the right number istry faces a challenge in urging private under the budget law, as will active and of active and I’ve got to have the right employers to release the personnel reserve forces. Under nascent plans re- depth that’s provided by the National required for operations given the bur- vealed last month by the Army chief of Guard and U.S. Army Reserve,” he con- den of training and, increasingly, the staf, the service will fall from a wartime tinues. “It’s not one or the other, and shorter reaction times governments high of 570,000 active soldiers, 358,000 you can’t compare costs because they face when intervening domestically guardsmen and 205,000 in the reserves provide diferent capabilities based on and internationally. c to no more than 420,000, 315,000 and the dollars that they are given, obvious- 185,000, respectively. Altogether this ly, and the time that they have to train.” —With Tony Osborne in London

80 AviAtion Week & SpAce technology/october 14/21, 2013 AviationWeek.com/awst COMMERCIAL AIRCRAFT UPDATE Effciency Is King

already received its frst conditional order from Lufthansa, and is expected to be launched at the Dubai Airshow in November with at least one additional large order from Emirates. The battle in the widebody feld can also be seen in product refnements as Airbus has launched a regional version of the A330 and will possibly commit to a shorter-range A350 to counter the 787-10. In the narrowbody feld, Airbus and Boeing appear to have secured their lead over planned new competitors such as the n what is an unusual set of circumstances, the commercial Comac C919 and the United Aircraft Corp. MS-21, both of aircraft industry is fight testing three large passenger air- which are continuing to incur serious delays. The A320neo Icraft at the same time. has a substantial market share advantage over the Boeing 737 The Airbus A350 has been fying since mid-June and ac- MAX, but it is too soon to say how long that will last. Aggres- cording to all ofcial accounts, all is going well in the program sive pricing by the incumbents has also prevented Bombardier as the aircraft has exceeded the 250-hr. mark. Then, in late from making serious inroads into the mainline market with September, the much-delayed Bombardier CSeries took of its CSeries. However, that might change if and when airlines for the frst time and since, has been slowly ramping up its gain more confdence in the product as the fight-test program test campaign. And fnally, the stretched Boeing 787-9 has progresses. also started trials. As a derivative of an aircraft in service, it One area that is being watched with interest by many air- is expected to have the easiest ride. lines is in the turboprop segment, as to whether ATR will But the buzz demonstrates that the commercial aircraft indus- launch a 90-seater. ATR is hoping for board approval soon, but try is entering another phase in which even more-efcient wide- shareholder EADS is concerned that there will not be enough body and narrowbody aircraft are entering the market. Much engineering resources. of the investment, at least in the Western part of the aerospace The following profles were compiled by Forecast Interna- industry, is going into the long-haul market, where, Airbus saw tional, which is also a resource for Aerospace 2014, which is to a need to replace its obsolete A340 family and Boeing believed be published as a double issue dated Dec. 30, 2013/Jan. 6, 2014. it should react by proceeding with the 777X. That aircraft has — Jens Flottau

Airbus A318 The A318 is a twin-engine, 107-132 passenger narrowbody jetliner. Initial fight occurred in January 2002. The European Joint Aviation Authorities (JAA) certifed the A318 (with CFM56 engines) in May 2003; this was followed by FAA certifcation in June of that year. Deliveries began in July 2003 and continued through 2012, Airbus had produced 78 A318s. The A318 is powered by two 21,600-23,800-lb.-thrust turbofan engines, either the Pratt & Whitney PW6000 or CFM56-5B. Primary competition includes the Embraer 190 and 195, and Bombardier CSeries. Nine additional A318s in the ACJ318 corporate model are forecast for production through 2022.

Airbus A319/A320/A321 These models, along with the A318, make up the Airbus A320 family of twin-turbofan, narrowbody airliners. The initial model in the series was the A320, which made its frst fight in February 1987. A320 deliveries began in 1988, followed by the stretched A321 in 1994 and the A319, a shortened variant of the A320, in 1996. All three original models are available with either CFM56 or International Aero Engines V2500 powerplants. The A319 typically seats 124 passengers, the A320 carries 150, and the A321 seats 185. Through 2012, Airbus produced 1,357 A319s, 3,192 A320s and 775 A321s. The direct competition for the A320 family includes the Boeing 737 series and Bombardier CSeries. In December 2010, Airbus launched the New Engine Option (NEO) line of re-engined A320 family aircraft. These variants are offered with either Pratt & Whitney PW1100G or CFM Inter- national Leap-1A engines. Deliveries are scheduled to begin in 2015. Airbus will continue to offer its baseline A319/ A320/A321 models (with the traditional engine options) alongside the NEO versions. Including baseline and NEO models, production of 5,194 A319/A320/A321 aircraft is forecast from 2013 through 2022.

Airbus A330 Airbus developed the A330 twin-engine, widebody commercial passenger transport to replace aircraft such as the A300, DC-10-10 and L-1011. An A330 prototype frst few in November 1992, with customer deliveries following in December 1993. Customers have a choice of turbofan engines in the 64,000-72,000-lb.- thrust class: the GE CF6-80E1, Pratt & Whitney PW4000 or Rolls-Royce Trent 700. Three A330 models are available. The A330-300 seats 335 passengers in two classes, or 295 in three classes. The A330-200 seats 293 in two classes, or 253 in three. Deliveries of the third model, the A330-200F freighter, began in 2010. Through 2012, 481 A330-200s, 440 A330-300s and 17 A330-200Fs were produced. Production of 480 A330 series aircraft is forecast for 2013-22, with production likely phasing out during that time-frame. The direct competitors are the Boeing 767 and 787.

Prepared in conjunction with Forecast International Inc., Newtown, Conn. For more information, contact Ray Peterson, Forecast International’s vice president for research and editorial services at +1 (203) 426-0800, or email him at [email protected]

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Airbus A340 The A340 is a four-engine, intercontinental, widebody commercial transport aircraft. A prototype few in October 1991, and deliveries began in January 1993. The A340-200 and-300 were certifcated by the JAA in December 1992 and FAA in February 1993. Both models are powered by four 31,200-34,000-lb.-thrust CFM56- 5C4 turbofan engines. Two newer models, the longer-range A340-500 and stretched A340-600, are powered by Rolls-Royce Trent 500 engines. Typical seating patterns for the -200, -300, -500 and -600 are 262, 295, 313 and 380 passengers, respectively. Airbus delivered 377 A340s through 2012.

Airbus A350 Currently in fight testing, the A350 is a twin-engine, widebody jetliner intended to compete with Boeing’s 777 and 787. The A350 is powered by Rolls-Royce Trent XWB engines rated in the 75,000-97,000-lb.- thrust range, and will have a cruise speed of around Mach 0.85. Three basic versions are being marketed: the -800, -900 and -1000. Depending on the version, the A350 will seat 270-350 passengers, and will have a range of 8,100-8,500 nm. An ultra-long-range version, the A350-900R, and a freighter, the A350-900F, are also planned. The A350’s maiden fight occurred last June. The frst A350-900s slated to enter service in the second half of 2014. Forecast International projects 974 A350s will be produced through 2022.

Airbus A380 In developing the 525-passenger A380, Airbus chose to leap past Boeing’s 747 in capacity class. Boeing markets the 747-8 to indirectly compete with the A380, but no direct competition to the A380 exists in the 500-plus-seat market. The A380 is powered by four turbofan engines rated 70,000-76,500 lb. thrust each, and can be outftted with either the Rolls-Royce Trent 900 or GE/Pratt & Whitney Engine Alliance GP7200. Airbus currently produces only a passenger version of the A380. First fight occurred in 2005, with 101 A380s produced through 2012. Production of 292 A380s is forecast for 2013-22.

Airbus Military C212 The C212 made its frst fight in March 1971, and deliveries began in May 1974. It is currently built in Indonesia by Indonesian Aerospace (IAe). Some 477 C212s (of all versions) were produced in Spain and Indonesia through 2012. The C212 is an unpressurized, 21-28-passenger regional twin-turboprop. The C212-200 is powered by Honeywell TPE331-10R-511C or -512C turboprop engines rated 900 shp each. The C212- 300 used TPE331-10R-513C turboprops, also rated 900 shp each. The latest production model, the C212-400, is equipped with TPE331-12JR-701C engines rated 925 shp each. In addition to building the NC212-200, IAe has also assumed production and fnal assembly responsibility for the C212-400. Airbus Military and IAe launched a joint effort in November 2012 to develop an improved C212 version, dubbed the NC212i. Derived from the C212- 400, the NC212i is expected to feature reduced weight and new digital avionics. It will accommodate 28 passengers, compared to 25 in the current C212-400. The NC212i will be certifed by a supplement to the existing C212 type certifcate, with development and certifcation efforts scheduled to last about 24 months. IAe is to perform fnal assembly of the NC212i. Forecast International expects production of 27 C212-400 and NC212i aircraft for the civil market from 2013 through 2022.

Aircraft Industries L-410 The 15-19-passenger L-410 is an unpressurized, twin-turboprop regional/utility transport aircraft. The current production L-410UVP-E20 is powered by two GE M601 engines. Under development is an improved variant called the L-410 NG that will feature GE H80 engines, Avio AV 725 fve-blade propellers, a new wing and a new glass cockpit. As a frst step toward development of the NG model, Aircraft Industries is integrating the H80 engine and the AV 725 propellers into the L-410UVP-E20. More than 1,100 L-410s have been produced; 126 are forecast for production during the next 10 years.

Antonov An-28/An-38/PZL Mielec M28 The An-28 and An-38 are twin-turboprop utility/transport aircraft. First fight of the An-28 occurred in 1969, with temporary Soviet certifcation following in 1978 and full certifcation in 1986. A westernized version of the An-28, the PZL Mielec M28, made its frst fight in 1993 and received FAA certifcation in 2004. A stretched An-28 version, the An-38, made its frst fight in 1994 and received Russian certifcation in 1997. The An-28 is powered by two PZL Rzeszow TWD-10B/PZL-10S engines, with the Pratt & Whitney Canada PT6A-65B powering the M28. Honeywell TPE331-14GR turboprops power the An-38-100/-120 models, while Omsk TVD-20 engines equip the An-38-200 variant. Some 194 An-28s, 62 M28s and nine An-38s were produced through 2012. The An-28 and An-38 are no longer in production, while the M28 is being built. Its principal competition comes from the Aircraft Industries L-410 and the Viking Air Twin Otter. Nine civil M28s are forecast for production through 2022.

Antonov An-124/An-225 The An-124 is a four-engine, intercontinental-range, heavy-lift cargo transport, and the An-225 is a six-engine, heavy-lift jet that was designed to carry the Soviet shuttle orbiter Buran. Initial fight of a production An-124 prototype took place in 1982, and commercial operation began in 1986. The An-124 is powered by four Ivchenko-Progress D-18T turbofan engines, while the An-225 uses six. Fifty-fve An-124s and one An-225 have been produced.

82aviation week & space technology/october 14/21, 2013 AviationWeek.com/awst Antonov An-148 The An-148 is a twin-engine regional jet designed to serve the 70-80-seat market. First fight took place in 2004, with type certifcation by Russia and Ukraine in 2007. Power for the aircraft comes from two Ivchenko-Progress D436-148 turbofan engines. Two test aircraft and 15 production aircraft were produced through 2012, and an additional 60 are forecast for production through 2022. The An-158, a 99-passenger version that is also powered by D436-148s, frst few in 2010.

ATR 42/ATR 72 The ATRs are turboprop-powered regional transport aircraft built by a joint venture of EADS and Alenia Aermacchi. The ATR 42’s frst delivery occurred in 1985, followed by the ATR 72 in 1989. The latest versions are the ATR 42-600 and ATR 72-600. Both -600 variants are powered by a pair of Pratt & Whitney PW127M engines, rated 2,400-2,750 shp each. Through 2012, 422 ATR 42s and 611 ATR 72s were delivered. Production of 668 ATRs is forecast for the 2013-22 period.

Beechcraft King Air Beech launched the King Air series of 8-12-seat, twin-turboprop aircraft in 1963. Since then, numerous variants have appeared. Total production 6,314 through 2012. Beechcraft currently markets the King Air C90GTx, King Air 250 and King Air 350i. The C90GTx is powered by two Pratt & Whitney PT6A-135 turboprops producing 550 shp each; the 250 by PT6A-52s rated at 850 shp each; and the 350i by 1,050-shp PT6A-60As. Some 1,286 King Airs are expected to be produced in the 2013-22 period.

Boeing 737 The 737 series is a family of twin-engine, narrowbody commercial transports. Seating capacity varies depending on model, though the most typical two-class confgurations are 126 passengers for the 737-700, 162 for the 737-800 and 180 for the 737-900ER. All three models, which are the current production versions, are powered by two CFM56-7 turbofans. The frst 737 few in April 1967 and received FAA certifcation in December 1967. Through 2012, 7,437 Boeing 737s have rolled off the production lines. In response to the A320neo, Boeing launched its re-engining program, dubbed 737 MAX, in August 2011. The aircraft will feature CFM International Leap-1B engines. Assembly of the frst MAX test aircraft is planned for 2015, with frst fight in 2016. Service entry is scheduled for 2017 with launch customer Southwest Airlines, which has ordered 150 aircraft in a yet-to- be-announced mix of 737-7 and 737-8 models. The company is projected to manufacture 4,814 737s during the 2013-22 forecast period. The 737 competes directly with the Airbus A320 family as well as the Bombardier CSeries. Boeing 747 The 747 is an intercontinental widebody commercial transport aircraft powered by four turbofan engines. First fight and certifcation occurred in 1969. In February 2010, Boeing conducted the maiden fight of the 747-8 series, which includes the 747-8 Intercontinental passenger model and 747-8 Freighter. Both are equipped with four GE GEnx engines rated 66,500 lb. thrust each. The 747-8I is stretched 5.6 meters (18.4 ft.) compared to the 747-400, to accommodate 467 seats in a three-class confguration. The frst 747-8F delivery, to launch customer Cargolux, occurred in September 2011. Through 2012, Boeing delivered 40 747-8s and 1,418 747s of earlier types, including 694 747-400s. Production of 99 747-8s is forecast for 2013-22. The primary competitor is the Airbus A380.

Boeing 767 The prototype for this twin-engine, widebody commercial transport was rolled out in August 1981, with frst fight the following month; through 2012, Boeing produced 1,108 767s. Only two civil 767 versions are currently in production: the extended range 767-300ER passenger model and -300F freighter. The 767-300ER seats 218 in a three-class layout or up to 350 in one class and has a maximum range of 5,990 nm. The -300ER is available with a choice of GE CF6-80C2 or Pratt & Whitney PW4000 engines. The -300F is powered by the CF6-80C2. Boeing’s new 787 will essentially replace the 767 in the company’s commercial airliner product line. Exclusive of militarized models, production of approximately 106 767s is forecast for 2013-22.

Boeing 777 The 777 is a twin-engine, widebody jetliner. First fight occurred in June 1994, followed by FAA/JAA certifcation in April 1995 (Pratt & Whitney-powered version). Deliveries began in June 1995. The 777-200ER seats 301-440 passengers, and is powered by two PW4000, Trent 800 or GE90 turbofans rated 84,000-95,000 lb. thrust each. Two newer versions are the 777-200LR and -300ER. The -200LR, which seats 301 in three classes, is powered by a pair of 110,100-lb.-thrust GE90-110B1 or 115,300-lb.-thrust GE90-115BL turbofans. The -300ER seats 386 people in three classes, and is equipped with 115,300-lb.-thrust GE90-115B engines. A freighter variant, based on the -200LR, is also available. Boeing is currently developing new, improved 777X versions. A total of 1,066 777s were produced through 2012, and production of another 980 is forecast in the 2013-22 period. The new Airbus A350 is the 777’s main competition.

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Boeing 787 The 787 Dreamliner is a family of twin-engine widebody airliners with three versions. The 787-8 carries 210-250 passengers and has a range of 7,650-8,200 nm. The 787-9, lengthened by six meters (20 ft.), carries 250-290 passengers and has a range of 8,000-8,500 nm. The 787-10 is stretched another 5.5 meters beyond the 787-9. All three models are sold with either two Rolls-Royce Trent 1000 or General Electric GEnx turbofans. The Dreamliner received FAA and European Aviation Safety Agency (EASA) certifcation in August 2011, followed by delivery to Japan’s All Nippon Airways of the frst 787-8 the following month. Deliveries of the 787-9 to launch customer Air New Zealand are expected to begin in mid-2014. Production of 1,396 787 aircraft is forecast through 2022. The Dreamliner’s main competition is the Airbus A350.

Bombardier CRJ Series The CRJ series is a family of twin-engine, 44-100-seat regional jets. The initial model was the 50-seat CRJ100, which frst few in May 1991; deliveries began in October 1992. The CRJ100 was replaced by the 50-seat CRJ200, which is powered by a pair of 9,220-lb.-thrust GE CF34-3B1 turbofans. Other variants have included the 44-seat CRJ440, also powered by CF34-3B1s; the 64-78 seat CRJ700, powered by two 13,790-lb.- thrust CF34-8C5 turbofans; and the 86-90-seat CRJ900, powered by two 14,255-lb.-thrust CF34-8C5s. Bombar- dier’s Challenger 850 business jet/corporate shuttle is based on the 50-seat CRJ200LR. The newest aircraft in the CRJ series, the CRJ1000, is a stretch of the CRJ900, allowing a 100-passenger confguration. It made its frst fight in September 2008, with certifcation following in December 2010. The CRJ100, CRJ200 and CRJ440 are no longer in production. In May 2007, Bombardier introduced next-generation versions of the CRJ700 and CRJ900 featuring operating cost improvements, an all-new cabin and increased use of composite materials. Bombardier delivered 1,723 CRJs through 2012, including 332 CRJ700/705s, 261 CRJ900s, 28 CRJ1000s, 81 Challenger 800 business jets and 1,021 earlier-model CRJs. Another 376 aircraft are projected to be built in the 2013-22 period. Primary competition comes from Embraer, although the Comac ARJ21, Sukhoi Superjet 100 and Mitsubishi Regional Jet may attract potential CRJ customers.

Bombardier CSeries Launched in July 2008, Bombardier’s CSeries family comprises two basic models: the CS100, which carries 110 passengers; and the larger CS300 model, which seats 135 in a standard confguration. The aircraft will be powered by two Pratt & Whitney PW1500G geared turbofans producing up to 23,300 lb. thrust each. With an extra-capacity seating option, the CS300 can carry up to 160 passengers. The CS100’s frst fight occurred in September. The CS100 will compete with the Embraer 190 and 195, while the CS300 will vie against the Boeing 737 and Airbus A319. Some 352 CSeries aircraft are forecast for production through 2022.

Bombardier Q Series This twin-engine turboprop aircraft family was known as the Dash 8 series. The original Q100 made its frst fight in June 1983; frst deliveries followed in October 1984. The Q100 carried 37-39 passengers and was equipped with 2,150-shp Pratt & Whitney Canada PW120/121 engines. Other models have been the 37-39-passenger Q200 (with 2,150-shp PW123C/Ds) and the 50-56-seat Q300 (with 2,500-shp PW123Bs). Q100, Q200 and Q300 production has ended. The 68-78-seat Q400 (with 5,071-shp PW150As) remains in production. Through 2012, Bombardier produced 1,104 Q-series aircraft, with an additional 397 forecast in the 2013-22 period. The main competitors to the Qs are the ATRs.

Cessna Caravan This single-turboprop-powered utility/passenger aircraft frst few in December 1982. Through 2012, Cessna produced 2,214 Caravans of all types. Designed with the small-package delivery segment in mind, Caravan models currently in production include the 675 and the 208B Grand Caravan. Both are powered by a Pratt & Whitney Canada PT6A-114A turboprop engine rated at 675 shp. Also in production is the upgraded Grand Cara- van EX model, featuring a more powerful PT6A-140 turboprop engine. The EX achieved certifcation in January 2013. Cessna is forecast to deliver 981 Caravans during the 2013-22 period.

Comac ARJ21 Initially, the new ARJ21 regional jet from Commercial Aircraft Corp. of China was to be available in the ARJ21-700 78-90-seat variant, while later introduction of the 98-105-seat ARJ21-900 is a possibility. Power is provided by two GE CF34-10A turbofans producing 18,500 lb. thrust each. Rollout of the ARJ21-700 occurred in December 2007, followed by frst fight in November 2008. Four ARJ21s were built through 2012, and 103 additional examples are forecast for production through 2022. The ARJ21 faces competition from Bombardier and Embraer.

Comac C919 A twin-turbofan-powered, narrowbody commercial passenger transport aircraft, the C919 targets the Airbus/Boeing duopoly in narrowbody airliner sales. Variants include the baseline C919-200, which seats up to 168 passengers; the C919-100, a 130-seat model that will compete against the Airbus A319; and the C919-300, a 190-seat model designed to compete with Airbus’s A321 and Boeing’s 737-800/900. Comac has selected the CFM International Leap-1C engine, with 30,000 lb. thrust, to power the C919. Service entry is planned for 2016. Produc- tion of 128 aircraft is forecast through 2022.

84aviation week & space technology/october 14/21, 2013 AviationWeek.com/awst Daher-Socata TBM 850 The TBM 850 is a single-engine, 4-6-passenger, turboprop-powered aircraft that replaced the TBM 700 in 2006. Power is provided by a single 850-shp Pratt & Whitney Canada PT6A-66D engine, fat-rated to 850 shp. The aircraft has a range of 1,585 nm. Through 2012, production totaled 299 aircraft. Produc- tion of another 421 is forecast for 2013-22.

Embraer 170/175/190/195 This is Embraer’s E-Jets family of twin-engine, 70-132-seat regional jetliners. The 70-80-passenger 170 made its frst fight in February 2002, followed by the larger 78-88-seat 175 in June 2003. The 170 and 175 share a common engine in the 14,200-lb.-thrust GE CF34-8E. The 94-114-seat 190 made its initial fight in March 2004, while the 106-122-passenger 195 frst few in December 2004. GE CF34-10E engines, rated at 20,000 lb. thrust each, power these models. Additionally, Embraer developed the Lineage 1000, a business-jet version of the 190 that began deliveries in 2009. In June 2013, Embraer launched the second generation of its E-Jets family, dubbed the E2 series. They are the E175-E2, E190-E2 and E195-E2. Changes to the current E-Jets models include new wings, improved systems and Pratt & Whitney PW1700G engines on the E175-E2 and PW1900Gs on the E190-E2 and E195-E2. In addition, single-class capacity will be increased on the E175-E2 and E195-E2. Service entry of the E190-E2 is planned for 2018, followed by the E195-E2 in 2019 and the E175-E2 in 2020. Overall, E-Jet production totaled 935 aircraft through 2012. An estimated 973 additional aircraft, including the E2 models, are forecast for production for 2013-22.

Embraer ERJ 135/140/145 The ERJ 135/140/145 family is a series of twin-engine, 37-50-seat regional jets. The initial model was the 50-seat ERJ 145, which frst few in August 1995; deliveries began in late 1996. The next model was the 37-seat ERJ 135, which made its initial fight in July 1998 followed by deliveries in July 1999. The 44-passenger ERJ 140 frst few in June 2000, with initial deliveries in July 2001. All models use variants of the Rolls-Royce AE 3007A series turbofan. Through 2012, 928 aircraft in the series were produced, not including the Legacy 600 or 650 business jet versions of the ERJ 135.

GippsAero GA10/GA18 The Australian company GippsAero is developing a 10-seat turboprop aircraft, dubbed the GA10, that is powered by a Rolls-Royce 250-B17F/2 engine. The aircraft has a maximum takeoff weight of 2,154 kg (4,750 lb.). First fight of a GA10 developmental prototype occurred in May 2012. GippsAero is also developing the GA18 twin turboprop, a re-engineered version of the N24 Nomad. The GA18 is expected to feature upgraded engines, new propellers, a glass cockpit, weight-saving measures, reduced maintenance requirements and aerodynamic refnements.

HAI Y-12 The Y-12 series is another family of twin-turboprop aircraft. The Y-12-II is equipped with Western avionics and Pratt & Whitney Canada PT6A-27 engines fat-rated to 620 shp each. The Y-12-IV has winglets, a strengthened undercarriage and redesigned seating for 18-19 passengers. Another Y-12 version is the Y-12E, which is powered by 750-shp PT6A-135 engines. A total of 48 Y-12-II/-IV and Y-12E aircraft are forecast to be produced for the civil market in the coming 10 years. HAI is currently developing the Y-12F, which is substantially different from the earlier Y-12s. The Y-12F is expected to have a wider fuselage, retractable landing gear, and increased speed, range and payload. It is equipped with 1,100-shp PT6A-65B engines and Honeywell Primus Apex avionics.

Ilyushin IL-96 This four-engine, medium/long-range, widebody commercial passenger and cargo transport aircraft frst few as the -300 in 1988 and was awarded certifcation in December 1992. It is powered by Aviadvigatel PS- 90A1 engines rated 35,275 lb. thrust each. The stretched Il-96-400 is powered by uprated PS-90A1 engines. The Il-96-400 passenger version can seat 436 in a single-class confguration, 386 in two classes or 315 in a three-class layout. One Il-96-300 and four Il-96-400s are forecast for production in the 2013-22 period.

Irkut MS-21 The Irkut MS-21 is a twin-turbofan, narrowbody derivative of the defunct Yakovlev Yak-242 airliner. The MS-21 family comprises the 150-seat MS-21-200, 181-seat MS-21-300 and 212-seat MS-21-400. All three are to be available in both basic and extended-range versions; the -200 is also to be available in a long-range variant. Power will be provided by Pratt & Whitney PW1400G or Aviadvigatel PD-14 engines. First fight is planned for 2015, with a service entry target date of 2017. Primary competition is likely to come from the Boeing 737, Airbus A320 and Comac C919. A total of 167 MS-21s is forecast to be produced through 2022.

AviationWeek.com/awst aviation week & space technology/october 14/21, 201385 COMMERCIAL AIRCRAFT UPDATE

Mitsubishi Regional Jet Mitsubishi formally launched the twin-engine Mitsubishi Regional Jet (MRJ) family in March 2008. Initially, two basic models were planned: the 78-passenger MRJ70 and 92-seat MRJ90. The MRJ70 is powered by 15,600-lb.-thrust Pratt & Whitney PW1215G engines, while the MRJ90 is powered by 17,600-lb.-thrust PW1217Gs. Extended- and long-range versions of each basic model are envisioned, while a 100-seater dubbed the MRJ100 is being seriously considered. MRJ frst fight is planned for the second quarter of 2015, with service entry slated for 2017. Approximately 285 MRJs are forecast for production in the 2013-22 period.

Pilatus PC-12 This pressurized, single-turboprop-powered, corporate/utility transport aircraft frst few in May 1991, and received Swiss and U.S. certifcation in 1994. It seats nine in its standard layout. Portugal’s OGMA assembles green aircraft and manufactures some components. The current PC-12 production version, the PC-12 NG (Next Generation), is powered by the 1,200-shp Pratt & Whitney Canada PT6A-67P. A total of 1,166 PC-12s in all versions were built through 2012. Production of 875 units is expected during the 2013-22 period. The PC-12 competes with the Daher-Socata TBM 850 and Cessna Caravan.

RUAG Aerospace Do 228 Next Generation Launched in 2007, RUAG Aerospace’s Do 228NG (Next Gen- eration) is an updated version of Dornier’s original Do 228. The aircraft is powered by 776-shp Honeywell TPE331- 10 turboprop engines, and features other improvements such as a new glass cockpit, fve-blade propellers and aerodynamic changes to the wing. The frst RUAG-produced Do 228NGs were delivered to customers in 2010, with a total of eight to date.

Sukhoi Superjet 100 The Sukhoi Superjet 100 is a family of twin-engine regional transports powered by Snecma/NPO Saturn SaM146 turbofan engines, rated at 13,500-17,500 lb. thrust each. The series was launched with a 95-98-seat baseline model, the Superjet 100-95. Being considered are a shortened 100-75, a 75-78-seat version; and the lengthened 100-115/120, a 115-120-seat version. The Superjet 100-95 made its frst fight in May 2008, and achieved initial Russian/CIS certifcation in early 2011. Deliveries began in mid-2011. Production of 206 Superjet 100s is forecast from 2013-22. Tupolev Tu-204/214 The Tu-204-100 is a twin-turbofan, short/medium-range, narrowbody commercial transport aircraft powered by a pair of Aviadvigatel PS-90As, while the Tu-204-120 has two Rolls-Royce RB211-535E4 engines. The Tu-214 has a higher maximum takeoff weight (110,750 kg or 243,650 lb.) than the Tu-204-100. It retains the PS-90A powerplants of the -100 but carries additional fuel. The Tu-204’s frst fight occurred in January 1989 and through 2012, 87 Tu-204s and Tu-214s were produced. Just six Tu-214 aircraft are forecast for production in the 2013-22 period.

Viking Air DHC-6 Twin Otter Series 400 Viking Air owns the manufacturing rights to a number of out-of- production de Havilland aircraft, including the DHC-6 Twin Otter, an all-metal, non-pressurized, high-wing, twin-engine turboprop utility aircraft. In April 2007, Viking Air launched a program to restart production of the 19-passenger Twin Otter. The updated Viking Air Twin Otter Series 400 incorporates more than 800 changes to the Series 300, and is powered by two Pratt & Whitney Canada PT6A-34s or optional PT6A-35s. First fight occurred in February 2010, followed by Transport Canada certifcation in June 2010 and initial deliveries in July 2010. Production of 182 aircraft is forecast between 2013 and 2022; 20 aircraft were completed through 2012.

Xian MA60/MA600 The MA60 twin-turboprop transport aircraft is a stretched version of the Xi’an Y7-200A, in turn a variation on the Antonov An-24. The 52-60-seater is powered by two 2,750-shp Pratt & Whitney Canada PW127J engines. Initial fight and delivery of the MA60 took place in 2000. A freighter version, the MA60-500, is also marketed. In May 2010, a new variant, the MA600, was awarded certifcation by the Civil Aviation Administra- tion of China. It features reduced weight, an upgraded cabin, new avionics (the Rockwell Collins Pro Line 21 suite) and a host of other improvements. Through 2012, Xian produced 82 MA60s and four MA600s. Forecast Interna- tional expects 140 MA60/MA600 aircraft to be built for the civil market in the 2013-22 period.

Xian MA700 Xian is developing a twin-turboprop regional airliner dubbed the MA700. This aircraft is a clean- sheet design, not an MA60 variant. Features include six-blade propellers, a T-tail and an unswept, high-mounted wing. Plans call for an initial variant seating 76-78 passengers. A stretched 90-seater would follow. MA700 service entry is targeted for 2018. Xian intends to pursue FAA and EASA certifcation for the MA700. The MA700 could eventually replace the MA60/MA600 in production.

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Manufacturers insist it will be diferent this time. In Rotorcraft, The Customer But the risk remains that U.S. industry will again be at the whim of a single customer. Meanwhile, European May Not Always Be Right manufacturers, lacking such a monolithic domestic military market, have directed their resources to de- ive years ago, the U.S. rotorcraft industry was stagnant, fat and veloping technology for commercial and dual-use ro- F happy. It was building the same old helicopters for customers torcraft. As a result, they dominate the civil market who did not think they needed anything better. Today, the industry and are making inroads into the military sector. is vibrant and developing new designs, but running the same risk of The U.S. Army still is not investing much in tech- focusing on a single, dominant customer with a shaky record of mak- nology compared with what it spends buying heli- ing and sticking to procurement decisions. copters: just $217 million for two JMR demonstra- Industry says the customer shares the blame for the lack of innovation. Until not too long ago, the U.S. Army was content to spend billions annually buying AH-64 Apaches, CH-47 Chinooks and UH-60 European manufacturers

Black Hawks—designs that originated in the 1960s and 1970s—but “have directed resources to only tens of millions of dollars on developing technology for a future generation of rotorcraft. developing technology“ for That changed as lessons from the wars in Iraq and Afghanistan piled up. In those high, hot and harsh environments, the capability commercial and dual-use and survivability of today’s helicopters was found seriously wanting. rotorcraft So the Pentagon spun up its Future Vertical Lift (FLV) initiative to develop a family of advanced rotorcraft to replace its feets of heli- tors. Industry will chip in far more, likely the bulk copters and address the capability gaps. of its independent R&D spending earmarked for The frst result is the Army’s Joint Multirole (JMR) program, to fy rotorcraft. And only Bell is also investing in all-new two high-speed demonstrators in 2017 as a precursor to developing commercial helicopters. FLV Medium replacements for frst the Black Hawk utility and later While there is a commercial market for speed, Apache attack helicopters. Industry is of and running. Bell and Ka- it is far from assured and may be small. If the U.S. rem are designing tiltrotors (see pages 44 and 72), AVX and Sikorsky/ industry puts all its R&D eggs in the high-speed Boeing are backing coaxial rotors. basket and the Army chickens out and stays with But FLV Medium would not enter service before the mid-2030s at conventional helicopters—as it did with the stealthy the earliest, and the Army may yet decide that high speed—and other RAH-66 Comanche—will the sector end up in an in- capabilities that come with it—are too costly and risky to develop. It novation dead-end? If it does, the moral of the story always has been in the past. The 210-kt. AH-56 Cheyenne gave way to will be: Do not ignore your largest customer, but the 150-kt. Apache, and the list of high-speed dead-ends is a long one. don’t let it dictate your technology strategy, either. c

To End Washington The reason: The U.S. system now discourages compromise and promotes crises. It was not designed that way. The founders did not envi- Gridlock, Fix Process sion government shutdowns and defaults on debt as tactical political instruments when they crafted the U.S. Constitution. Rather, the U.S. s of late last week, the U.S. government was in has allowed this devolution of the system into one that promotes the Athe second week of drastically curtailed opera- election of extremists, empowers minorities within Congress and sets tions and Washington was firting with inaction on up superfuous fscal mechanisms that can lead to crises. a technical fx needed to make good on its treasury’s This new normal of crisis after crisis is unlikely to change soon un- obligations. One major defense company chief we less the root causes are addressed. One of the most signifcant is the spoke with last week described the federal budget polarization of the political class, which has been exacerbated by the

gerrymandering of districts for the House of Representatives. In most states, the drawing of district boundaries, which takes place The U.S. system now“ after each decade’s census, is controlled by state legislatures—the discourages“ compromise and party in the majority of each state house. The goal of these pols is to create as many districts as possible in which their party can win, and promotes crises to lump together as many of the other party’s supporters into as few districts as possible. Powerful computer algorithms make it possible process as “chaos” and the impact on the industries to crunch voting data and slice up entire states on a block-by-block we cover as “a destructive force” (see page 31). basis. The result is often perverse borders that have little to do with Readers outside the U.S. must be wondering: communities and very few seats that are competitive for both parties. How can the most powerful nation in the world, That makes it difcult for moderates to get elected because they can- the largest economy and the self-professed model not make it past their own party’s primaries to be nominated. With of democracy, pluck and inventiveness, fail so mis- fewer moderates in the House, compromise becomes less likely. erably at the basics of governance? Meanwhile, There are other ways to craft congressional districts. Nonpartisan Americans wonder why politicians simply will not commissions are one. It is such matters of process that citizens must compromise. address if they want diferent results in Washington. c

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