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Editor-In-Chief Joseph C. Anselmo Executive Editor James R. Asker Managing Editors Jen DiMascio, JensWorldMags.net Flottau, Graham Warwick Assistant Managing Editor Michael Stearns Associate Managing Editor Andrea Hollowell Art Director Lisa Caputo Director, Editorial and Online Production Michael O. Lavitt Director, Digital Content Strategy Rupa Haria 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), Madhu Unnikrishnan (Associate Managing Editor), Sean Broderick, Cathy Buyck, John Croft, William Garvey, Fred George, Rupa Haria, Molly McMillin, Guy Norris, Bradley Perrett, Jessica Salerno, Adrian Schoﬁeld, Brian Sumers, Lee Ann Shay (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 1166 Ave of Americas, New York, N.Y. 10036 Phone: +1 (212) 204-4200 BUREAUS AUCKLAND 53 Staincross St., Green Bay, Auckland 0604, New Zealand Phone: +64 (27) 578-7544 Bureau Chief Adrian Schoﬁeld BEIJING D-1601, A6 Jianguo Menwai Ave., Chaoyang, Beijing 100022, China Phone: +86 (186) 0002-4422 Bureau Chief Bradley Perrett BRUSSELS Rue de L’Aqueduc 134, 1050 Brussels, Belgium Phone: +32 (2) 648-7774 Bureau Chief Cathy Buyck CHICAGO 330 N. Wabash Ave., Suite 2300, Chicago, Ill. Phone: +1 (312) 840-8445 Bureau Chief Lee Ann Shay COLUMBIA, S.C. 1120 Bafn Road, Columbia, S.C. 29212 Phone: +1 (803) 727-0309 Managing Editor, AviationWeek.com Sean Meade FRANKFURT Am Muehlberg 39, 61348 Bad Homburg, Germany Phone: +69 (69) 2999-2718 Fax: +49 (6172) 671-9791 Bureau Chief Jens Flottau LONDON 50 Broadway London SW1H0RG, England Phone: +44 (207) 152-4521 Bureau Chief Tony Osborne LOS ANGELES 10 Whitewood Way, Irvine, Calif. 92612 Aviation Week’s Phone: +1 (949) 387-7253 Bureau Chief Guy Norris MOSCOW Fleet and MRO Box 127, Moscow, 119048, Russia Phone: +7 (495) 626-5356; Fax: +7 (495) 933-0297 Contributing Editor Maxim Pyadushkin Forecasts NEW DELHI Flat #223, Samachar Apartments, Mayur Vihar—Phase-1 (ext.), New Delhi 110091, India Phone: +91 (98) 1154-7145 Contributing Editor Jay Menon PARIS 40 rue Courcelles, 75008 Paris, France Phone: +33 (06) 72-27-05-49 Bureau Chief Amy Svitak Contributing Editor Pierre Sparaco [email protected] Accurately Plan & SAN FRANCISCO 271 Coleridge St. San Francisco, Calif. 94110 Strategize for the Future Phone: +1 (415) 314-9056 Bureau Chief Madhu Unnikrishnan WASHINGTON 1911 Fort Myer Drive, Suite 600 Find new business opportunities and get an in-depth Arlington, Va. 22209 Phone: +1 (703) 997-0333 understanding of what’s to come with these industry-leading Bureau Chief James R. Asker Administrator of Bureaus Kyla Clark strategic planning tools. WICHITA 1500 N. Willow Lane, Wichita, Kansas 67208 Stop Guessing What the Future Holds. Phone +1 (316) 993-3929 Bureau Chief Molly McMillin Art Department Scott Marshall, Colin Throm Find out How Today. Copy Editors Patricia Parmalee, Andy Savoie, Richard Leyshon, Diana Bell Call 866.857.0148 (within N. America) or Production Editors Elizabeth Campochiaro, Bridget Horan, Ellen Pugatch +1.515.237.3682 (outside N. America) or visit us at Contributing Photographer Joseph Pries PENTON awin.aviationweek.com/forms/MRO-Fleet for David Kieselstein Chief Executive Ofcer more information. Warren N. Bimblick Group President Nicola Allais Chief Financial Ofcer/Executive Vice President Gregory Hamilton President, Aviation Week WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 3 March 16-29, 2015 Contents Volume 177 Number 5 WorldMags.netAVIATION 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 ow.ly/AkXJo

6-7 Feedback 8 Who’s Where 10-11 First Take 12 Up Front 14 Going Concerns 16 Inside Business Aviation 17 Airline Intel 18 Reality Check 19 Leading Edge 20 Commander’s Intent Mysterious bright spots, captured in this main image and inset 22 In Orbit of the cratered surface of Ceres, have sparked wider interest in 24 Washington Outlook Dawn’s science mission, which begins in April. NASA’s exploratory 71 Classiﬁ ed 29 gaze is extending to a series of icy worlds in the farther reaches of 72 Contact Us the Solar System. 73 Aerospace Calendar

COMMERCIAL AVIATION 42 Virgin Australia broadens its DEFENSE 26 Boeing planning upgrades to ensure competitive scope by acquiring 33 Reports of China’s military the 777 remains competitive after low-cost and regional carriers budget are infl ated, but spend- the ‘X’ derivative enters service ing may become more ef cient 28 Airbus and Boeing wave of con- 43 Cross-shareholdings fail to meld cerns about an order bubble Air China and Cathay Pacifi c into 51 South Korean fi ghter program pro- as they ratchet up production anything like an integrated group gresses with Korean Air Lines/ Airbus teaming to bid for KF-X deal 35 Air Berlin attempting to regain pro- SPACE fi tability, but more support from 52 Despite recent failures, Israel shareholder Etihad may be needed 29 NASA to see three separate space- hopes to achieve initial opera- craft begin unprecedented explora- tional capability for Arrow in ’16 36 Aviation to help change life on British island outpost of St. Helena tion of dwarf planets and a moon when airport opens early next year ROTORCRAFT 60 Lockheed Martin wants to use 32 Bristow and AgustaWestland 37 Bombardier’s larger CSeries makes ISS as commercial springboard aim to transform of shore fl ying confi dent debut in a program that to the Moon and beyond operations with tiltrotor has accelerated after dif culties 62 Merlin 1D engine improvements 39 There has been signifi cant progress 44 H160 is Airbus Helicopters’ bet to in airline consolidation in some could turn back the clock try to retake fi rm hold on a market markets, but momentum is slowing on Falcon 9 recertifcation monopolized by AgustaWestland

ON THE COVERS This week, Aviation Week publishes two print editions. On the cover far left is an artist’s concept of Eutelsat’s Quantum satellite. The Airbus/Surrey Satellite Tech- nology spacecraft will have a fully software-defined payload capability. That will allow its footprint and power to be changed from ground (see page 54). Elsewhere in both editions are reports on the new Airbus Helicopters H160 (page 44), Boeing 777 upgrades (page 26), counterstealth technology (page 49) and runway safety (page 64). On the cover of our MRO Edition, a Boeing 747-400 lands at Boston Logan International Airport. Photo by Kent Wien. Aviation Week publishes a digital edition every week. Read it at AviationWeek.com/awst and on our app. WorldMags.net 4 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net

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NO SHORTAGE OF SHORTAGESWorldMags.netNORWEGIAN REVISTED money, but the frequency of over-water Regarding the pilot shortage. . . . Kudos for “On Autopilot” (AW&ST flights is increasing and therefore No wait, the STEM (science, technol- March 2-15, p. 41). The portrayal of the risk factors are too. Clearly, more ogy, engineering and math) shortage. pilots in the European Union who work needs to be done to enable the location . . . No wait, the shortage of medical for low-cost carriers (LCC) was further of submerged aircraft in the event of professionals. . . and so forth. validated by the inclusion of surveys of such catastrophic accidents. H.L. Mencken stated it succinctly: these pilots, some of whom work with- Tony Blackman “When someone says it’s not about the out pay, under fixed-term, temporary LONDON, ENGLAND money, it’s about the money.” A decent contracts and pay-to-fly agreements. wage would cure a lot of the shortages. Now that these ludicrous scenarios A-10 TAILOR-MADE FOR CAS I am speaking as a retired airline pi- are in the forefront, can the U.S. and I’d like to applaud Amy Butler’s lot who came from the military, where EU agree that allowing one of the most “Domino Efect” (AW&ST March I received exemplary training. And I egregious abusers of these policies— 2-15, p. 49) which covered the call to was fortunate to become a pilot for a Norwegian Air International—to fly to dispose of A-10s in light of the pending major carrier at a time when one could and from the U.S. with pilots who are F-35’s entry into service and to add an do so and be well compensated. based in non-EU countries is out of the anecdote. Your recent articles about the pend- question? In 1970 I was working on the design ing pilot shortage (AW&ST Feb. of the A-X Aircraft Gun. The 16-March 1, pp. 62-70) note it 30-mm. high-velocity GAU-8 (as costs roughly $50,000 a year for it became designated) and its big four years at an aviation school magazine were fitted into what to become marginally qualified would become the A-10. This for a regional airline position— match-up rendered the aircraft which pays $20,000 per year. near-perfect for close air sup- Who can incur a $200,000 port (CAS). debt at the age of 21 and expect It was a formidable combina- to pay it down on such a very tion! Sending F-35s to attack low salary? insurgents would be compa- My daughter graduated from NORWEGIAN AIR SHUTTLE rable to delivering newspapers law school deep in debt, but her start- I understand that these LCCs need in a Lamborghini. ing salary was well over $100,000 a to grow, but if you want pilots to fly The notion of using the F-35 for year. She did the math. your aircraft, pay them a decent wage ground attack sounds eerily remi- US Airways Capt. (ret.) John Crocker and stop using temporary work agen- niscent of the bright ideas from U.S. TAVERNIER, FLORIDA cies. All European pilots, especially Defense Secretary Robert McNamara those starting out at LCCs, deserve (who served in 1961-68) and his whiz CREATE PILOTS LOCALLY to be full-time, paid employees with kids, a consortium which knew the John Croft’s “Back to School” was benefits. price of everything but the value of well done (AW&ST Feb. 16-March 1, Bill Gist nothing. p. 68) but I would add that we need to OJAI, CALIFORNIA Save us from the MBAs; listen to the lobby for regulations and incentives people who actually do the fighting. supporting the greatest numerical MANDATE DETACHABLE FDRS Leonard E. Capon supplier of pilots—local airport flight Your articles on the loss of Malaysia MESA, ARIZONA schools that probably do not operate Airlines Flight 370 and the need for a fleet of sleek new Cessnas or Pipers, improved communications (AW&ST VEERING FROM THE PATH as does Embry-Riddle Aeronautical March 2-15, pp. 17 and 42-47) did not In 2004, when President George W. University—but whose eforts were cover needed improvements to flight Bush and NASA Administrator Sean just as important to the thousands of data recorders (FDR). O’Keefe announced the “Vision for pilots who now are licensed to fly. At the moment, an aircraft is Space Exploration,” I was dubious. Perhaps we need to look back, re- required to carry one only FDR; and Why terminate the venerable shuttle? flect and return the favor to those who this is permanently attached to the Then in 2005 NASA Administrator follow us by making the dream of being fuselage structure. If the aircraft Michael Grifn declared the shuttle a pilot more accessible on a local level. submerges, the wreckage can only be “a mistake.” I thought his desire for Robert J. Rendzio, President located by sonobuoys or hydrophones “Apollo on Steroids” was a folly. Safety Research Corp. of America hearing the beacon transmitted by the When, in 2010, President Barack DOTHAN, ALABAMA FDR. This has proved to be very unsat- Obama announced the termination of isfactory and time-consuming. the Constellation program, I hoped for SHORT TAKE ON SHORTAGES Aircraft should be mandated to car- better days and a continuation of the No special programs are needed to ry two FDRs, one of which is ejected Space Transportation System (STS), avert the coming “Pilot Shortage.” The when the aircraft hits the water; trans- including the venerable shuttle. law of supply and demand will correct missions from this extra beacon can be But then in 2012 NASA Administra- the supposed problem. heard not only by search aircraft but tor Charles Bolden, along with Sens. Glenn A. Shaw also by satellites. Kay Bailey Hutchison (R-Texas) and BELLEVILLE, MICHIGAN Enhanced safety of course costs Bill Nelson (D-Fla.), announced the WorldMags.net 6 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst Aviation Week & Space Technology welcomes the opinions of its readers on issues raised in the magazine. Address letters to the Executive Space Launch SystemWorldMags.net (SLS) in the our light aircraft types were certified Editor, Aviation Week & Space Technology, U.S. Capital rotunda. I again became for at least entry-level aerobatics, while 1911 Fort Myer Drive, Suite 600, Arlington, Va. disheartened. even the nonaerobatic models were 22209. Fax to (202) 383-2346 or send via e-mail Everyone should be interested in the usually certified for stalls and spins. to: [email protected] space program, but as a NASA shuttle The current stall/spin avoidance train- Letters should be shorter than 200 words, and you must give a genuine identification, address program development manager, now ing hogwash is actually an admission of and daytime telephone number. We will not retired, I follow developments keenly. the functional inferiority of a great many print anonymous letters, but names will be When Obama and Bolden recently airplane types, both old and new. Many withheld. We reserve the right to edit letters. announced the Humans to Mars initia- are merely an “aerial means of locomotive, I knew our human space flight tion,” not honest-to-goodness aircraft. program was in disarray. We were Martin Velek IXV meant that “Europe was first to destined to ride on the Russian Soyuz PRAGUE, CZECH REPUBLIC send a lifting body into space. . . .” You for years. are wrong by nearly 50 years. The shuttle The U.S. Air Force SV-5D (X-23) was not and is Prime (Precision Recovery Including not a mistake. Maneuvering Entry) program success- We should re- fully flew unmanned lifting bodies in turn to the STS space in 1966-67. The third vehicle was plan selected recovered after its flight and is housed in 1972. The at the Air Force Museum at Wright- afordable path Patterson AFB in Dayton, Ohio. for program The even earlier Asset (Aerother- planning is via modynamic Elastic Structural Systems low Earth orbit, Environmental Tests) program flew geostationary DUBAI AIRPORTS lifting-body-like vehicles into space in orbit, Lagrangian points 1/2 and the READJUST THE FOCUS 1961, although that design could be said Moon. Mars is an overreach at this “Accept Reality” and “Backing Up” to have had stubby wings, rather than time. (AW&ST Feb. 16-March 1, pp. 19 and being a pure lifting body like Prime. Bob Thompson 40) cogently outline attempts by the I applaud the IXV program and am HOUSTON, TEXAS legacy airlines to restrict flying options thrilled to see a program using ac- for the Gulf carriers, and the pros and tual flight tests to measure its design AIRMANSHIP AND STALLS cons of options for the legacies. against the real world, but let’s keep the I feel compelled to add to reader But the focus is blurred; the criteria proper “first” credit where it is due. Guy Wroble’s excellent letter that should not be what is best for these Marc McNaughton clearly depicted the sad and dangerous carriers, but what is best for the flying ORANGE, CALIFORNIA state of airline pilot training (AW&ST public. (The reader is correct—Ed.) Feb. 16-March 1, p. 8). I still remember Find the option that will provide that at the start of my lifelong interest comfortable seats, better services, in flying—initially as a humble glider faster connections, shorter flying pilot—my training underscored that an times, more flying options, true compe- immediate, decisive push on the stick tition and better value for the fares. in an incipient stall is just the begin- T. Nejat Veziroglu ning of sequences needed to get out of CORAL GABLES, FLORIDA the trouble. In the Czechoslovak Aero Club’s (late USAF BEAT IXV BY DECADES and lamented) training syllabus (both A recent item in the First Take gliding and power) basic airmanship section (AW&ST Feb. 16-March 1, p. 13) was always stressed as vital. Most of states that the successful flight of the EUROPEAN SPACE AGENCY the frst in the world! ! Wide feld of view with fat surface

Cost Savings !!

Saving 737BSI Stowage Bin Passenger Convenience Shorten Aircraft Turns Non Productive Hour Komy Co., Ltd. www.komy.com WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 7 Who’s Where To submit information for the Who’s Where column, send Word or attached text files (no PDFs) and WorldMags.netphotos to: [email protected] For additional information on companies and individuals listed in this column, please refer to the andy Samuel has been appoint- Robert J. Simmons has be- James S. Turley Aviation Week Intelligence Network Sed vice president/general manag- come CFO of SkyWest Airlines’ at AviationWeek.com/awin For er of Lockheed Martin Commercial and ExpressJet Airlines’ holding information on ordering, telephone Flight Training, Orlando, Florida. She company SkyWest Inc. Wade Steel U.S.: +1 (866) 857-0148 or was vice president-operations for Lock- has been named chief commercial +1 (515) 237-3682 outside the U.S. heed Martin’s Information Systems & ofcer. He was executive vice Global Solutions and succeeds Jefrey president and succeeds Bradford Wood, who will be moving to Lockheed R. Rich, who has retired. Victoria, British Columbia. Martin Aeronautics. Linda Celestino has been Philippe Gilbert Konrad Blocher has been Paul Benson has been named vice appointed vice president-guest named a strategic aviation president-human resources of the Es- services for Etihad Airways. She analyst in the Dublin aviation terline Corp., Bellevue, Washington. He succeeds Aubrey Tiedt, who is finance ofce of London-based succeeds Tom Heine, who has retired. now chief customer ofcer at Investec. He was senior vice He was a senior human resources di- Alitalia. Celestino was general president-risk modeling at rector at Hewlett-Packard. manager of inflight services and SMBC Aviation Capital. Eileen Drake has become chief oper- products at Oman Air and has ating ofcer of GenCorp Inc., Sacramen- been president of the New York- HONORS AND ELECTIONS to, California. She was president of Pratt based Airline Passenger Experi- Thomas Keller Katherine Pendergraph & Whitney AeroPower’s auxiliary power ence Association. (see photo), a project engineer unit and small turbojet propulsion busi- Karl Fessenden has been in the Northrop Grumman ness. USAF Gen. (ret.) Lance W. Lord named CEO of CHC Helicopter of Corp.’s Information Systems has joined the board of directors. He is Vancouver. He was an executive Sector, has been named an chairman/CEO of L2 Aerospace. Lord with GE Energy and GE Aviation Asian-American Most Promis- was commander of Air Force Space and succeeds William Amelio, ing Engineer of the Year at the Command at Peterson AFB, Colorado. who has left the company. 14th annual Asian-American James S. Turley (see photo) has Raj Mellacheruvu has be- Engineer of the Year Awards K. Pendergraph been appointed to the board of direc- come chief operating ofcer of ceremony. The awards recog- tors of the Falls Church, Virginia-based the Astrotech Corp., Austin, Texas. He nize Asian-American professionals for Northrop Grumman Corp. He is retired was interim COO of Astrotech subsid- leadership, technical achievements and chairman/CEO of Ernst & Young. iary 1st Detect. public service in science, technology, Lynn Fenstermaker has been Thomas Keller (see photo) has be- engineering and mathematics (STEM). named project director for Nevada’s come general manager of the Recaro Pendergraph is a project engineer in NASA Experimental Program to Stimu- Aircraft Seating facility in Swiebodzin, Northrop Grumman’s Information Sys- late Competitive Research and Space Poland. He succeeds Uwe Kothe, who tems sector, where she is responsible Grant Programs. Fenstermaker is an has retired. Keller was deputy general for verification and validation of devel- associate research professor at Ne- manager. opment and operational software for a vada’s Desert Research Institute and its USAF Gen. Robin Rand has been communications system. She has also liaison for unmanned aircraft systems appointed commander of the Air Force supported missile and high-altitude, activities with Nevada-based UAS busi- Global Strike Command, Barksdale long-endurance aircraft programs. ness interests and government entities. AFB, Louisiana. He has been com- Two Lockheed Martin Corp. profes- Sylvain Laporte has become presi- mander of the Air Education and sionals also won awards at the ceremo- dent of the Canadian Space Agency. He Training Command, Joint Base San ny: Y.C. Yiu and Tina Lim of Lockheed was the country’s commissioner of pat- Antonio-Randolph, Texas. Martin Space Systems. Yiu received ents/registrar of trademarks and had Nicolas Robinson has been named an Asian-American Engineer of the been executive director of the Industrial Singapore-based Asia-Pacific director Year Award for his contributions to Technologies Ofce and chief informat- of product support sales for the Gulf- the success of many critical space sys- ics ofcer, both at Industry Canada. stream Aerospace Corp. He was Johan- tems. Lim received the Asian-Ameri- Philippe Gilbert (see photo) has nesburg, South Africa-based sales man- can Most Promising Engineer Award been appointed CEO-Americas of DB ager for Africa and the Middle East. for achievements in missile technology Schenker, Freeport, New York. He suc- Teresa Covington has become and commitment to enhancing STEM ceeds Heiner Murmann, who is retir- interim CFO for AeroVironment Inc., education for women. ing but remaining on the Schenker AG Monrovia, California. She succeeds James Trevelyan, sales director global board of management. Gilbert Jikun Kim, who has resigned as senior at Arqiva Satellite & Media, has been was director for Europe West. vice president/CFO. Covington held a elected chairman of the board of di- Trevor Woods has been named cer- similar post for the company’s Efcient rectors of the New York-based World tification director of the Brussels-based Energy Systems. Teleport Association. He succeeds M. European Aviation Safety Agency. He Dave McGrath has been appointed Brett Belinsky, managing director for succeeds Norbert Lohl, who has retired. director of sales, marketing and busi- Europe, the Middle East and Africa for Woods was flight standards director. ness development for VIH Aerospace, Encompass Digital Media. c WorldMags.net 8 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net “ “The 787 Dreamliner enables us to fulfill our dream of becoming a global carrier. As the flagship of Xiamen’s fleet, the 787 adds

strong wings to the economic and social development of the city of Xiamen and the Fujian Province.”

Che Shanglun President and Chairman ” Xiamen Airlines

THE DREAMLINER EFFECT. XIAMEN SUCCESS.

www.newairplane.com/787/dreamliner-effect WorldMags.net WorldMags.net end. The NASA’s Dawn spacecraft has arrived company says at Ceres, a dwarf planet in the asteroid the new jet family is meeting targets belt between Mars and Jupiter and the AIRBUS HELICOPTERS on fuel burn and range. The 135- largest unexplored world of the inner seat CS 300 made its fi rst fl ight S olar System (page 29). ROTORCRAFT on Feb. 27 with a 4 hr., 58 min. fl ight from Mirabel, Quebec. Airbus unveiled its H160 It is slated to be certifi ed after rotorcraft, a €1 billion ($1.06 the 110-seat CS100, which made billion) challenger to AgustaWestland’s its fi rst fl ight in September 2013. Both AW139, which has dominated the me- jets are expected to enter service in dium helicopter market for a decade. 2016 (page 37). Formerly the X4, the H160 incorporates advanced technologies such as Boeing plans to upgrade its 777 jet a carbon-fi ber airframe and distinct to keep the airliner competitive in the composite blades with hockey-shaped long-range market beyond the debut tips to lower weight and improve fuel of the 777X derivative. A series of ef ciency. Service entry is targeted for improvements in aerodynamics and 2018 (page 44). other areas are aimed at boosting fuel

ef ciency by 2%. The company will also WIKIMEDIA United Technologies Corp. (UTC) is of er airlines the option of adding 14 considering a spinof of its Sikorsky He- more seats to boost the gain in per-seat NASA Administrator Charles Bolden licopter unit as part of a drive by CEO fuel burn to 5% (page 26). told a congressional panel that the Greg Hayes to improve shareholder re- agency would be forced to abandon the turns. H e has been looking at reshaping Emirates President Tim Clark says International Space Station if Russia the company’s portfolio of businesses his carrier is prepared to order up stops fl ying U.S. crews to the orbital since he was elevated to the top job last to 200 A380neos if the reengined outpost on Soyuz vehicles. But Bolden November following the abrupt depar- jet is launched, but Airbus remains believes such a scenario is unlikely. ture of Louis Chenevert. Sikorsky had cautious. “We obviously aren’t going Boeing and SpaceX are developing sales of $7.5 billion in 2014 but its profi t to build an airplane for one airline, vehicles to begin delivering crews to margins were slimmer than UTC’s two even if it does buy a lot of them,” says the station by the end of 2017. other main aerospace units, Pratt & chief salesman John Leahy. Meanwhile, Whitney and UTC Aerospace Systems. Air Lease Corp. Chairman and CEO Big gains are on the horizon for opti- Steven Udvar-Hazy says that if Airbus cal satellite communications, with new Enstrom is launching the TH-180, a updates the A380 it should stretch spacecraft demonstrating the potential two-seat, piston-powered training heli- the aircraft to add much-needed belly of laser communications links (page 59 copter that will sell for about $400,000 capacity and boost its appeal in the and AviationWeek.com/SpaceLaser- and is expected to be certifi ed in the cargo market. Relay). fi rst quarter of 2016. The TH-180 is Enstrom’s fi rst new model in a decade Senior executives at Airbus and A Lockheed Martin-led team is aim- and comes two years after the Michi- Boeing defended plans to raise jetliner ing to parlay a modular space utility ve- gan company was acquired by China’s production rates and dismissed talk of hicle proposed for the second round of Chongqing Helicopter Investment Co. an order bubble (page 28). NASA’s Commercial Resupply Services (CRS) space station cargo contract into COMMERCIAL AVIATION United Airlines issued a warning to a human-spacefl ight services business its pilots to adhere to procedures and ranging from low-Earth orbit to Mars. Bombardier’s CSeries test program take safety seriously (page 34). The “Jupiter” vehicle would marry has passed the halfway mark and is a Lockheed spacecraft bus built for on pace to win certifi cation by year- SPACE interplanetary probes with a robotic arm supplied by Canada’s MacDonald, After six months aboard the In- Dettwiler and Associates and a pres- ternational Space Station, NASA’s surized module built in Italy by Thales Barry “Butch” Wilmore and Alexan- Alenia Space. Meanwhile, Boeing is der Samokutyaev and Elena Serova of ering a stripped-down version of the of the Russian federal space agency, CST-100 Commercial Crew Vehicle as Roscosmos, return to Earth in a its CRS candidate. Soyuz TMA-14M spacecraft. On deck to replace them are astronaut Scott India plans to conduct a test fl ight Kelly and cosmonaut Mikhail Korn- of its winged-body Reusable Launch ienko. They are scheduled to lift of on Vehicle Technology Demonstrator later March 27. this year. BOMBARDIER WorldMags.net 10 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net For breaking news, go to AviationWeek.com A320 Family Deliveries, in Unit Percentages

A321 17% 13% 18% 31% ARMEE DE UAIR 44% DEFENSE A320 54% France’s bid to sell 126 Rafale jets 74% to India advanced as Dassault Avia- 73% tion and Hindustan Aeronautics Ltd. 62% agreed to be co-contractors. The ﬁ rst 53% 18 Rafales are to be built in France, with Hindustan taking over production of A319 the remaining 108 Indian-built aircraft.

Korean Air Lines Co. secured Airbus 2008 2010 2012 2014 2016* as a technical partner for a last-min- *projected ute bid to develop South Korea’s KF-X Airbus’s narrowbody production has markedly shifted in favor indigenous combat aircraft, but will of the largest variant of the A320 family, the A321, while Source: Airbus face an uphill battle competing against hardly any A319s are being built. Korea Aerospace Industries, which is The company recently launched backed by Lockheed Martin (page 51). the A321LR, a long-range version of the A321neo, with Air Lease Corp. The fi rst Saab JAS 39E Gripen fi ght- as the fi rst customer. er jet is in fi nal assembly at Linkoping, Sweden, with rollout now planned for 2016, a year later than originally campaign in France and will move on to expected. The delay will allow Brazil, Italy and later Sweden, where weapons which has ordered 36 Gripens, more drop tests are planned later this year. time to prepare for its participation in the program. Brazil will begin taking Boeing is expected to announce the deliveries in 2019. winner of a multibillion-dollar program to modernize the F-15’s electronic self After months of vague statements, defenses in May. Israel acknowledged that the Arrow-2 and Arrow-3 missile defense systems TECHNOLOGY failed tests in the last months of 2014 (page 52). Switzerland’s Solar Impulse 2 has notched its fi rst record on the second China plans to boost its defense leg of its round-the-world attempt, set- spending by an infl ation-adjusted ting a solar-powered distance record of 7%, and a crackdown on corruption 1,468 km (912 mi.) on the 13 hr., 20 min. 49 YEARS AGO should result in funds being spent more IN AW&ST ef ciently (page 33). NASA’s Gemini 8 mission, carrying French defense procurement agency fl ight from Muscat, Oman, to land in astronauts Neil Armstrong and DGA has selected Airbus Defense and Ahmedabad, India, on March 10. Solar David Scott, conducted the first Space and Thales to co-prime design Impulse launched from Abu Dhabi on docking of two spacecraft in orbit on and construction of Europe’s fi rst op- March 9, aiming to return there in two March 16, 1966, with an Agena target erational space-based military signals months (page 19). vehicle. But 27 min. after the dock- intelligence system. DGA has budgeted ing, the vehicle went into a violent €450 million ($478 million) to build and tumble, forcing the crew to abort launch Ceres, a system of three closely the mission and make an emergency positioned low-Earth orbit satellites, return to Earth. by 2020. Read our original coverage of Europe’s Neuron unmanned combat Gemini 8 and other momentous events air system technology demonstra- at: AviationWeek.com/100 tor has completed its 100-fl ight-test SOLAR IMPULSEWorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 11 Up Front Anthony L. Velocci, Jr. Anthony L. Velocci, Jr., was editor-in-chief of Aviation Week WorldMags.net& Space Technology from 2003-12.

COMMENTARY to raise company-funded R&D investment to develop more innovative products to grow the business. “For the Pound-Foolish majority of primes, there isn’t likely to be stepped-up R&D that materially im- Long-term value creation taking pacts reported margins,” Callan says. But there are outliers. For example, in backseat to short-term rewards the late 1990s and early 2000s Raytheon boosted R&D investment around gallium hort-term thinking seems to have become the strategy of nitride-based monolithic microwave Schoice for many publicly traded companies—including most integrated circuit technology to develop lighter, more capable high-power ampli- of the larger aerospace concerns—as they fixate on share buy- fiers, air and missile defense radars, and backs, above market-average dividends and free cash flow as the other sensors. Management did a good principal metrics of overall performance. Northrop Grumman, job articulating its technology roadmap to investors and other stakeholders, and for one, is borrowing so it can expand its share-buyback program. positioned the company to win major No one can argue that such strate- contracts 5-10 years later. gies haven’t delivered an impressive In an apparent continuation of the payback. Swimming in cash, the same mindset, Raytheon will increase aerospace industry has been one of the company-funded R&D investment in best performing sectors in terms of 2015, with a focus on the next generation shareholder value in each of the last five of jammers, sensors and other advanced years, and stock prices for prime con- defense electronics for use in missiles tractors are at or near 52-week highs. such as the Tomahawk (see photo). Problem is these gains may be Callan speculates the company may be coming at the expense of creating inclined to take a more strategic view of long-term value in the form of new and how it creates value due to the makeup more-innovative products that compa- of its board of directors. They generally U.S. NAVY nies will need to be competitive. They are individuals with more of a technol- also may be distorting investors’ ex- one-third of such investment by Google, ogy orientation than an industrials pectations. General Dynamics has one one of the world’s most technologically background, he says, and therefore have of the most aggressive share-buyback innovative companies. a keener appreciation for maintaining a programs, while allocating a relative The short-term orientation is hardly robust technology-development pipeline. pittance toward independent research surprising. Companies generally see In the growing dialogue about IR&D and development (IR&D). longer-term strategies as too beset by and whether it’s sufcient to meet “Leadership philosophies are mixed uncertainty. Only short-term plans can customer needs and ensure long-term across the industry, but some compa- have a real impact on business. Yet this competitiveness, it is chief executives nies are mainly interested in returns logic hides a paradox: Preoccupation who usually are on the defensive. But in as little as a year or two,” says with the short term can lead to tem- they serve at the behest of boards of Frank Kendall, U.S. undersecretary poral myopia in which management directors, and maybe it is the latter that of defense for acquisition, technology can miss industry changes that erode deserve to be in the hot seat. For ex- and logistics. Kendall is trying to figure long-term competitive positions. ample, how rigorously do they question out how to incentivize companies to This was not always the case. Larger the balance between long-term value- be less risk-averse and focus more on companies used to be more accepting of creation strategies and short-term finan- long-range business opportunities— the risks of developing new technology cial gains? And how attentive are they to cyber, autonomy (air and undersea), and were willing to take longer invest- how future successes should be mea- data analytics and battery technology, ment horizons. Perhaps Tom Jones, who sured? Or are they just rubber-stamping among others—by investing more of was Northrop chairman and CEO from whatever is put in front of them? their own resources in R&D. 1963 to 1990, embodied this spirit best, Obviously many factors drive perfor- Company-funded R&D has been listing customers, employees and own- mance, and it would be exceedingly dif- about 2% of annual sales since 2003, ers—in that order—as his priorities. ficult for any company to claim a direct according to Byron Callan, a director at But the industry has changed causal link between longer-term plan- Capital Alpha Partners and a leading in- dramatically, and not entirely for the ning and superior performance in and of dependent analyst of the aerospace and better, since Jones and his peers called itself. Rather, thinking longer-term cre- defense sector. To put this into perspec- the shots. In today’s hyper shareholder ates an environment that can help shape tive, combined IR&D spending in 2014 value-driven environment, investors performance-enhancing factors, and in by Boeing, Lockheed Martin, Northrop are more apt to penalize a company that vein the buck stops with boards for Grumman and Raytheon was about than reward it if management moves their accountability, or lack thereof. c WorldMags.net 12 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net

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PERFORMANCE | EXECUTION | TECHNOLOGY MORE TO BELIEVE IN WorldMags.net Going Concerns By Michael Bruno Senior Business Editor Michael Bruno blogs at: WorldMags.netAviationWeek.com/ares [email protected]

COMMENTARY ments acquired prior to the financial crisis,” says Scott Thompson, the firm’s U.S. A&D Assurance leader. Private Power Brokers In turn, more deals like Scitor appear on the way. According to Moody’s Investors Service, 11 of the 14 defense Private equity increasing its activity services contractors rated by its ana- to reshape the A&D industry lysts are partially or wholly sponsor- owned, and those private-equity owners want out. “Declining U.S. defense hen engineering and systems integrator Science Applica- spending and heightened competitive Wtions International Corp. announced March 1 it was buying pressures have proved to be far worse intelligence community services provider Scitor Corp. for $790 than what many financial sponsors had predicted at the time of their lever- million, most news reports focused on how the deal marks a re- aged buyouts of service contractors,” turn to size and security work for SAIC. Moody’s reported in November. U.S. DEFENSE DEPARTMENT CONCEPT Along those lines, Moody’s said their After all, SAIC has enjoyed a Cinder- desire for an “adequate equity return” ella story since the old, Pentagon-focused may pose another impediment to paying organization renamed itself Leidos and of debt. “The potential for a profitable split of technical and information tech- exit has weakened with lower earnings nology businesses under the SAIC name and valuation multiples,” Moody’s said, in September 2013. At the time, Leidos referring to sequestration and other was seen as having made of with the post-war pressures. “An elevated risk of more promising part of the pre-split be- transactions whereby creditors may in- hemoth, starting with national security cur losses should continue through 2016, work and a new health-related venture. including for DynCorp International But then came sequestration spend- [owned by Cerberus Capital Manage- ing caps and a government shutdown ment], Scitor [Leonard Green] and SRA in October 2013, while post-split SAIC Scitor has provided myriad support [Providence Equity Partners].” continued to impress Wall Street with services for the Pentagon, including Who else could be next? Callan notes its financial execution. Buying Scitor, the Space-Based Infrared System that other defense businesses held by the story goes, just adds a Leidos-type missile warning system. private equity for more than 2-3 years line of business back to SAIC without include Camber, Dyncorp International, its baggage. That may be so, but the in. Now, roughly seven years later, they PAE, Sotera Defense Solutions, SRA more interesting development may are at the end of the traditional time for International, Vencore and Wyle. be who sold Scitor, why, and what it private equity to exit their investments. Of course, not every move by private means for the rest of the aerospace Last October, Engility and TASC equity is an exit. “We’re also seeing and defense industry. unveiled a plan to merge in a $1.1 billion financial investors who have never “The deal highlights another exit by stock-and-debt deal. The deal was a played in the A&D space looking into private equity of a multiyear defense welcome turn for Engility, which was defense-related deals as they’re prepar- services investment,” says analyst Byron spun of from L-3 Communications in ing to deploy their capital, which could Callan of Capital Alpha Partners. “We mid-2012, and TASC, which Northrop potentially be another factor in driving see this transaction as part of a normal Grumman sold to private equity owners M&A activity,” Thompson said. consolidation process in defense servic- General Atlantic and afliates of Kohl- Indeed, the day after the SAIC-Scitor es, which is still relatively fragmented.” berg Kravis Roberts in 2009. In 2013, deal was announced, Rocket Lab said it SAIC’s all-cash, negotiated acqui- CACI bought Six3 Systems from private completed a Series B financing round, sition of Scitor means a payout for equity firm GTCR for about $820 million. led by venture capitalists Bessemer Ven- private equity firm Leonard Green & GTCR helped form defense intelligence ture Partners, with “full participation” Partners, which bought a majority po- services provider Six3 in July 2009. from existing investors Khosla Ventures sition in Scitor in 2007. Leonard Green In fact, the A&D practice at consult- of California and the K1W1 investment has invested in 72 companies, such as ing giant PwC reported last month fund in New Zealand, as well as a “strate- The Container Store and Petco, since that investors were involved in six gic investment” from Lockheed Martin. its founding in 1989. The firm targets defense mergers or acquisitions worth Rocket Lab said it will use the funding to established companies that are leading more than $50 million each in 2014, complete its two-stage, composite Elec- their growth-oriented markets. compared with just two in 2013. “Pri- tron system to launch 240-lb. payloads to Many defense services companies in vate equity sellers were among the pri- orbit for less than $5 million per mission. the mid-2000s met those conditions, so mary drivers of M&A activity in 2014, It plans to begin operations as a commer- “sponsors” like Leonard Green stepped motivated by a desire to exit invest- cial launch provider in 2016. c WorldMags.net 14 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16 -29, 2015 AviationWeek.com/awst WorldMags.net

AN ELECTRIC LEAP FORWARD.

The Boeing 702SP satellite is the ﬁrst and only all-electric satellite, a game-changing technological leap.

The all-electric propulsion system dramatically reduces spacecraft weight, creating more affordable launch options as well as the opportunity to add additional payload in the 3-8kW range. Two 702SP satellites can even be stacked on a single launch to reduce costs further. Now, that’s the power of innovation.

WorldMags.net By William Garvey Inside Business Aviation Business & Commercial Aviation Editor-in-Chief William Garvey blogs at: WorldMags.netAviationWeek.com [email protected]

GA fund—and the clock ticking down to a deadline now less than fi ve years COMMENTARY of , there have so far been relatively few takers. The reasons for that are several. Largely profi table again, the air- After You L-3 AVIATION lines are simply self-fi nancing their ADS-B upgrades; but they are cool There’s money and hardware, to datacom. Meanwhile, the FAA has balked at guaranteeing loans for but little sense of urgency general aviation upgrades, insisting the legislation for that is fl awed—a nce fully up and running, NextGen, the FAA’s satellite-based position Dyment sees as a “phan- next-generation air traf c control system, promises users a tom issue” that threatens high-end O upgrades and which he says will be host of benefi ts including more direct routing, fewer traf c de- resolved legislatively this summer. lays, reductions in fuel consumption and emissions, and greater However, the obstacle blocking system capacity. Moreover, controllers will be able to track air- compliance for the majority of the general aviation fl eet remains the cost. craft in areas where ATC radar coverage does not now exist. The Aircraft Owners and Pilots As- sociation (AOPA) estimates an ADS-B In aircraft equipped to access such pilot with a upgrade for a light aircraft costs about services, pilots will have real-time traf- master’s degree $5,000, a relatively high fi gure since it fi c displayed, receive subscription-free in Aeronautics says more than 80,000 such aircraft weather data and have access to new and Astronau- are valued at $40,000 or less. instrument approach procedures with tics from the Even though from the outset Dy- extremely close tolerances. Another Massachusetts ment’s funds targeted larger aircraft, NextGen element is to be datacom, or Institute of he viewed the de facto grounding of so a textual data link between controllers Technology, he many aircraft come the 2020 dead- and aircraft. has spent much line as a “train wreck” for NextGen. To make all that come to fruition, of his career He felt it was imperative “to take FAA has been and is installing an focused on the Michael Dyment away the argument that ADS-B is too elaborate, nationwide ground infra- aerospace industry. expensive.” structure with a high level of inter- Beginning as a GPS And so he created the “Jumpstart connectivity and interdependence. avionics engineer and product man- GA 2020” program, in which fi ve avi- However, users must also invest in ager at Canadian Marconi, he went on onics makers were invited to submit new equipment for their aircraft. And to advise such industry luminaries as bids to supply the fund with 10,000 therein lies the rub. Boeing, Lockheed Martin, Northrop low-cost ADS-B units. In February, As it has in the past, the FAA fell Grumman, NetJets and the National Jumpstart announced L3 Aviation’s behind in implementing portions of Business Aviation Association, as well Lynx NGT-1000 (top photo) as the the system, and that prompted many as federal entities, including the FAA. winner, with a dealer price of $1,599 operators—airlines as well as business In 2011, with the aviation industry per unit. and general aviation users—to hesitate struggling through the deep recession An AOPA spokesman says of the to install the needed equipage . Further, and showing little appetite for upgrad- Jumpstart program, “At a minimum, it’s the cost of installation can be substan- ing aircraft, Dyment seized on the idea certainly a step in the right direction.” tial. And lastly, some users, particu- of establishing a special fund to help Meanwhile, Dyment is hoping for larly light plane owners, perceive little fi nance and accelerate NextGen equip- quick-stepping by many, since less benefi t to them from equipping at all. ment installations. His idea proved than 58 months remain to equip some Even though the FAA has insisted prescient since the FAA reauthoriza- 150,000 general aviation aircraft. that one key piece of airborne equip- tion act passed the following year Getting all those machines ADS-B- ment, namely Automatic Dependent included federal loan guarantees for compliant by the deadline—which Surveillance-Broadcast (ADS-B) Out, such upgrades. the FAA adamantly insists will not be would be mandatory for any aircraft Dyment went on to create the Next- delayed—requires 2,500 upgrades per to enter controlled airspace as of Jan. Gen Equipage Fund and the NextGen month, which is a far higher rate than 1, 2020, many believed that deadline GA Fund, for accommodating the has been realized to date. would eventually slip. airlines and general aviation, respec- For those still reluctant to upgrade, None of this seems to surprise Mi- tively, in partnership with major lend- Dyment says the time has arrived “to chael Dyment . Founder and managing ers and investors. Yet despite having bring your general aviation aircraft partner of NEXA Capital and a lapsed money to lend—$550 million in the into the 21st century.” c WorldMags.net 16 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst Airline Intel By Jens Flottau Managing Editor for Civil Aviation Jens Flottau blogs at: WorldMags.netAviationWeek.com/thingswithwings Jens.fl[email protected]

COMMENTARY crying foul. But it is enormously diffi- cult to argue that a very rich investor should not put more money into an Harsh Reality airline if he chooses. Systematically, it cannot matter whether that investor is a state or a private enterprise. U.S. industry drive against Gulf carriers What is lacking in the airline indus- shows need for an airline trade pact try is an efective international trade agreement that regulates such issues. Ideally, support for airlines should be f you wonder what the U.S. campaign against Gulf carriers regulated only by an international and Iwill resemble, look back at the public relations initiatives multilateral pact. In negotiations, more support taken by three major American airlines and labor against a mechanisms would be brought to the foreign air carrier permit for Norwegian Air International table such as the option to file for (NAI). The new campaign will likely be on every channel, so to Chapter 11 bankruptcy protection in the U.S. Airlines in the rest of the speak, and the only major diference between the NAI and Gulf world have been complaining about cases will be that airlines will be in the forefront, rather than this process for years because they the Air Line Pilots Association. don’t have the option of ridding their balance sheets of billions in debt Now that there is even a letterhead India, China and South Africa, to within a few months or a year. Even that the industry will see many times name a few, have injected many bil- the allocation of traffic rights is an in the next months and years, it is lions into their own airlines and some effective and popular way to sup- clear that U.S. airlines are prepared continue to do so. The difference port a local airline. But with no basic to spend many millions in their efforts U.S. and Gulf Carrier Services to the U.S. to find a regulatory way to stop Gulf carriers. That is what the “Partner- ship for Open and Fair Skies” is about. This column has recently discussed the situation and the many reactions to show its importance to the industry. Therefore a few further remarks: The U.S. airlines— American, Delta and Notes: Emirates and Etihad fights are shown in red; Qatar fights in orange; and U.S. airline fights in blue. United—claim they Source: OAG, December 2014 are still in favor of “open skies.” But the carriers say the between them and Emirates—which, understanding of where and how an enormous amount in government sub- according to the partnership for airline benefits and suffers, it is un- sidies received by their Gulf competi- open skies, has received $5 billion likely an agreement will be reached tors justifies an exception to open skies in support over the years—is that about what is fair. to allow a rollback of trafc rights. American, Delta and United airlines The U.S. coalition wants to establish That’s where things really start to get could not care less about another “a level playing field for all,” but that tricky from a systematic point of view: billion for Air India or South African. is wishful thinking. In the absence of Assuming all the claims are accurate, They just either fly below the radar a more or less global deal, the playing this case is currently the most painful or are strategically important alli- field will always be uneven because for U.S. and European airlines. But ance partners. interests, countries, legislation and that in itself cannot be an argument for If some airlines, like Qatar or habits difer. Airlines worldwide have regulatory action. And is it the worst Etihad, have essentially unlimited ac- had to live with this situation for case ever? cess to equity and others don’t, it is decades and it likely will continue for a Not really. The governments of understandable that competitors are long time. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 17 Reality Check By Pierre Sparaco Former Paris Bureau Chief Pierre Sparaco has covered WorldMags.netaviation and aerospace since the 1960s.

COMMENTARY rates be cut to avoid white tails. Manufacturers rejected such pes- simistic views, averring that a sudden turnaround is highly improbable. Misreading the Moreover, they state, in case of mass cancellations, the backlog would nev- Backlog Situation ertheless be strong enough to maintain the current production pace. In other words, at this point both IATA: Curtail production now to avoid key airline manufacturers are opting to restrict some production dates despite telltale sign of overcapacity—white tails robust demand. The rivals share ne would be hard-pressed to ﬁnd an industry segment that certain traits: They monitor their backlogs well and protect the identi- Osells twice as many products as it produces, yet Boeing and ties of their customers, of which more Airbus are doing just that. The archrivals have enjoyed unprec- than a few could be facing bankruptcy edented success in the commercial transport market in the past within the next few years. Engine manufacturers face a similar several years and have repeatedly increased their production dilemma. Snecma’s record backlog rates to a combined 100 single-aisle twinjets. comprises 13,000 CFM56s and Leaps, while its average production rate is 1,560 per year. This is impressive but certainly not enough to maintain real- istic delivery rates. The ultimate goal,

AIRBUS/P.PIGEYRE which it downplays, is to refrain from overcapacity. Adopting the broader view, difculties are systemic, and run deep and wide. The prime contractors are the focal point for industry analysts who detail the market’s moves daily. However, they seem to be underestimating the impact on the supply chain. Myriad small companies are involved, many of which are under-capitalized because banks are reluctant to support their growth. Either the banks have sized up the problem realistically or are being too prudent. Airbus has now decided to boost Airbus A320-series final assem- While Airbus and Boeing make production to 50 A320s per month, up bly lines are located in Hamburg headlines when they secure orders for from 42; the manufacturer is sched- (shown), Toulouse and Tanjin, China. hundreds of aircraft, their partners uled to soon begin delivering aircraft and suppliers are barely mentioned. assembled in Alabama in addition livering the A320s already in the back- This could be the analysts’ biggest to aircraft coming of assembly lines log would take at least 150 months, an blunder. Global industry giants—IATA, in Hamburg and Toulouse as well as absurd situation. In the interim, some the International Civil Aviation Orga- Tanjin, China. customers could simply disappear— nization, the Association of European The European manufacturer holds mergers or bankruptcies are virtually Airlines and Aerospace ID Technolo- firm orders for 6,386 narrrowbody twin- guaranteed in some markets—and gies Program—along with regional jets. The huge backlog includes 1,456 the airline industry could sufer from trade groups, all see air trafc growing contracts signed in 2014; 456 aircraft record-breaking overcapacity. at about 5% per year in the next 20 were delivered. The contrast between Obviously, Airbus (and Boeing) do not years, barring a global catastrophe. intake and outgo is jarring. The manu- acknowledge this possibility publicly; The best aviation economists can’t facturer may be selling more aircraft however, it is certainly being discussed be all wrong. Year after year, noted than it can deliver, putting its customer behind closed doors. On several oc- experts in Toulouse and Seattle, sup- airlines on track for huge fleet problems casions in the last 10 years, top ex- ported by their colleagues in Geneva somewhere down the line. Or perhaps ecutives, including Giovanni Bisignani, and Montreal, project airline growth at the analysts’ long-term capacity-need then-chairman/CEO of the powerful a robust 5% or more. assessments were far too rosy. International Air Transport Associa- However, there is no doubt: Some- At the current production rate, de- tion (IATA), have urged that production one is wrong. c WorldMags.net 18 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst Leading Edge By Graham Warwick Managing Editor-Technology Graham Warwick blogs at: WorldMags.netAviationWeek.com [email protected]

also functions as a toilet, allows him to exercise when fully reclined. The aircraft fl ies up to 28,000 ft. during the day, requiring oxygen, and descends to 5,000 ft. at night to save energy. The pilot is allowed to sleep. A monitoring and alerting system continuously checks the autopilot and will alert the pilot via a vibrating sleeve if bank angle exceeds a limit of 5 deg. Another system controls the charging thresh- COMMENTARY olds and temperatures in the batteries to prevent a thermal runaway. Aircraft SOLAR IMPULSE data are telemetered continuously to the Solar Impulse mission control Sun’s the Word center (MCC) in Monaco. The MCC is responsible for all deci- Can a one-of aircraft for a unique challenge sions on departures and routes, and for monitoring aircraft status and posi- have wider relevance to aviation? tion, and the pilot. Si2 has a limited fl ight envelope, its low wing-loading bu Dhabi is an appropriate place for launching an attempt making it sensitive to turbulence. Ato fl y around the world on solar power. But after leaving the Takeof s and landings are at night to minimize bumpiness, and wind speeds sun-drenched desert of the United Arab Emirates, Switzerland’s must be less than 10 kt. The average Solar Impulse 2 (Si2) quickly faces the real world of changing cruise speed is expected to be only weather and night fl ying. Which is why solar energy is not a 30-55 kt. None of that sounds like a practical practical power source for aviation—or is it? aircraft. But Solar Impulse is making Solar Impulse is less an everyday enabling the pilot to rest, exercise and a statement about sustainable en- aviation endeavor than an environmen- stay alert over the long fl ights. ergy and climate change. And solar- tal rallying call, the round-the-world With a span of 236 ft., the wing has powered aircraft are coming, although fl ight intended to inspire enthusiasm a high aspect ratio to maximize aero- much smaller than Si2. The obvious for renewable energy and sustainable dynamic ef ciency, but Si2 weighs application is to unmanned aircraft, technology. But Si2 itself is an aero- only 5,070 lb. and slightly more than a with Google to begin tests this year of space achievement: an all-composite quarter of that is for the batteries. The high-altitude, long-endurance UAVs for aircraft with the weight of a car, a airframe is made of carbon fi ber and Internet delivery under Project Titan. wingspan greater than a Boeing 747’s honeycomb; the single wingspar is 230 But there are manned aircraft, too. and the most ef cient propulsion sys- ft. long with 140 ribs spaced 20 in. apart Colorado-based Aero Electric Aircraft tem yet fl own. to maintain the airfoil shape and rigidity. is developing the Sun Flyer solar-elec- From Abu Dhabi, Si2 is planned to Carbon-fi ber sheets weighing just 0.07 tric training aircraft, fl ying a single- fl y almost 19,000 nm (35,000 km) in 25 oz./sq. ft. were used in construction. seat demonstrator while a two-seat fl ight days over fi ve months, with stops A total of 17,248 monocrystalline sili- prototype is built. The fi rst two-seat in Oman, India, Myanmar, China, Ha- con solar cells are encapsulated in the solar-powered aircraft to fl y is Solar waii, the continental U.S., and South- upper-surface skins of the wing, tail and Flight’s Sunseeker Duo. Low operating ern Europe or North Africa, before fuselage. Operating at 23% ef ciency, cost and noise are benefi ts. Perfor- returning to Abu Dhabi. Solar Impulse these generate electricity to be stored mance is low, if perhaps adequate for a co-founders Andre Borschberg and in 1,395 lb. of lithium-polymer batter- trainer or recreational aircraft. Bertrand Piccard will take turns fl ying, ies housed in the nacelles for the four But solar power could impact com- alone in an unheated, unpressurized 17.4-hp brushless electric motors. These mercial aviation if hybrid turbine/ cockpit for up to fi ve days and nights. drive 13-ft.-dia. propellers at 525 rpm electric propulsion becomes a reality. Solar Impulse prototype HB-SIA via reduction gears. Overall ef ciency is A Boeing study for NASA suggests the was the fi rst solar-powered manned a record 94%, says Solar Impulse. environmental benefi ts of hybridiza- aircraft to fl y for more than 24 hr., The round-the-world attempt is tion are only substantial if the grid proving the solar cells and batteries as much about the pilot’s endurance power used to recharge the batteries could collect and store enough energy as the aircraft’s. Compared with the comes from renewable sources. So to fl y through the night. Si2, registered prototype, Si2 has a much larger, Solar Impulse’s message about solar HB-SIB, has been designed to extend 134-cu.-ft. cockpit to allow the pilot power and sustainability may yet that capability to multiple days while to move around, and the seat, which prove signifi cant for air transport. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 19 Commander’s Intent By Bill Sweetman Read Sweetman’s posts on our blog Ares, updated daily: WorldMags.netAviationWeek.com/ares [email protected]

would be established to complicate the targeting problem. Dunford’s eight-aircraft detachment would be kept busy sustaining combat air patrols, providing over- the-horizon intelligence, surveillance and reconnaissance (ISR), and COMMENTARY performing close air support and strike. Britain’s new aircraft carriers are 70,000-ton ships because the operations analysts calculated that a Prove It stand-alone air wing would need 24 aircraft to cover those missions. Marines’ Stovl plans should be tested early Without a carrier, Dunford’s force has no persistent ISR or airborne early warning (AEW)—and any nation qualifying as a high-risk threat will he Lockheed Martin F-35B, the short-takeoff, vertical- have antiship cruise missiles (ASCM) on fast attack craft, on trucks or Tlanding (Stovl) version of the Joint Strike Fighter, has the masked in commercial containers. shortest range and the smallest payload of the three variants. AEW was invented because by the It’s also the most expensive. The Stovl and carrier shipboard time ASCM or kamikazes appear on the horizon, it’s too late. USMC CPL. SARAH CHERRY USMC CPL. requirements determined the F-35’s wingspan and length, DSO sounds like an adventure in dictated the use of a single engine and drove the internal logistics. The Marines’ biggest of - layout of the fuselage. base Harrier operation, in 1991 during Desert Storm, was supported by 45 U.S. Marine Corps leaders have been priations subcommittee in late Febru- 8,000-gal. tanker trucks, and the confi dent that the F-35B alone will ary that a shipboard detachment of 4-8 F-35B is more than twice the Harrier’s deliver strategic options that justify its F-35Bs would deliver “the same kind of size. Davis envisages that in some price and impact on the Air Force and access” in “high-risk regions” as a joint cases, the M-Farp will be supplied Navy versions. That’s a tall order. A strike package today that would in- by KC-130J tankers, but each of their Marine expeditionary force is organized clude “cruise missiles, fi ghter aircraft, sorties will deliver fi ve F-35B-loads of around a single amphibious warfare electronic-warfare platforms, aircraft fuel at best. As was fi nally confi rmed ship, a Landing Helicopter Dock or which specialize in suppression and in the run-up to last year’s Farnbor- a Landing Helicopter Assault . These destruction of enemy air defenses, and ough air show (AW&ST May 26, 2014, are big warships but they also carry strike aircraft.” The F-35 detachment p. 15), the F-35’s exhaust is tough on Marines, their equipment and helicop- is “a Day-One, full-spectrum capability runways; many tons of metal planking ters. Normally, the air combat element against the most critical and prohibi- will be needed to protect poor-quality includes just six AV-8B Harriers, and no tive threats,” Dunford said. runways or roads, even in a rolling force of six aircraft has won a war yet. On land, the Marines would use a vertical landing. It will have to be The idea behind the Marine Harrier new concept of operations known as moved on the same cycle as the rest force always has been that it can expand distributed Stovl operations (DSO), ac- of the M-Farp. beyond the ship’s capacity, by using cording to Lt. Gen. Jon Davis, deputy Force protection could be a chal- shore bases that other fi ghters cannot commandant for aviation. The idea be- lenge. The M-Farp will need either a reach: short civilian runways or even hind DSO is to obtain the advantages huge sanitized zone or its own active stretches of road. This kind of operation of forward-basing—deeper reach and defense against rockets, mortars and has been performed by the Marines, in faster response—while keeping people, shoulder-fi red anti-aircraft missiles, combat, exactly three times in the 40- aircraft and equipment on the ground which no practical decoy or jammer year history of the Harrier force. safe from counter-attack from threats will distract from the F-35B’s exhaust. The question today is simple : What that are likely to include guided tacti- These ambitious operational con- scenario can we contemplate where cal ballistic missiles. cepts should be tested, in force-level you need supersonic, stealthy multi- Mobility is the key. The plan calls for exercises against an aggressive and role fi ghters, but you don’t need the mobile forward-arming and refueling independent Red team, before we get full carrier air wing? In the past few points (M-Farp) that can be moved much further into the $48 billion F-35B months, the Marines have rolled out around the theater inside the adver- procurement. There could be no better some potential answers. sary’s targeting cycle—assumed to be use for the fi rst F-35B squadron, once Corps Commandant Gen. Joseph 24-48 hr.—so they can survive without Marine leaders declare it ready for Dunford told the House defense appro- active missile defense. Decoy M-Farp combat later this year. c WorldMags.net 20 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net THE DEMAND FOR K-BAND DEMANDS A BETTER TWT. THE ALL-NEW 9110HX TWT FROM L-3 ETI.

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COMMENTARY newly arrived external cargo through the berthing-mechanism hatch from Tranquility, close the hatch, and then ISS Toll Booth use Bishop’s vacuum pump to evacuate about 80% of the air inside for recycling (the remaining 20% would be bled of) Private company plans a private airlock before unberthing it to expose the payload to the vacuum of space. anoRacks, which pioneered commercial payload accommo- Potential cargo includes dispensers dation on the International Space Station (ISS), has been for cubesats and larger ESPA-class N spacecraft; sensors and other hard- working with NASA on the design and specs for a second way to ware for the planned commercial move cargo from the ISS’s pressurized volume out into the vacu- Muses (Multi-User System for Earth um of space. The company plans to open bidding for its “Bishop” Sensing) that is in development by Teledyne Brown Engineering and the airlock soon, to support delivery on orbit by the end of 2017. German Aerospace Center DLR, and some government orbital replacement The move is in keeping NanoRacks’ Bishop Airlock units (ORU) for the station. with the U.S. space agency’s When the hardware is in place and desire to increase the com- PVGF the air evacuated from the “bell jar,” the mercial use of the ISS in station robotic arm would grapple its hopes it will pave the way for power and video grapple fixture (PVGF) and move it where it needs to go. For a private follow-on to the or- FRGF biting laboratory. NanoRacks satellite deployments, that would be already is thinking along down toward Earth at a 45-deg. angle, those lines too. facing in the opposite direction from the “For us this is a logical station’s orbit to minimize the chance of next step, leading to one recontact. day when we would oper- For ORUs or Muses hardware, the ate in some manner our arm would park the Bishop using a own platform,” says Jefrey PCBM passive flight releasable grapple fix- Manber, NanoRacks’ founder ture (FRGF) on its side, and the crew and CEO. would use the Dextre special purpose NanoRacks, which has a dexterous manipulator robot and the staf of 40 and an expected NANORACKS/MARK ROWLEY station arm to remove the cargo and $25 million orderbook this year, was that we have too much demand com- install it, and then return the airlock to one of the first companies to take mercially for the JEM airlock, so we its berth on Tranquility. The process advantage of the free transportation started looking at the idea of creating could be reversed to bring ORUs or to orbit and on-board accommoda- another airlock that was much larger,” other exterior hardware inside the station NASA is ofering. Starting with a Johnson says. tion for repair or replenishment. simple power-and-data “NanoRack” for To supplement the Kibo airlock, The Bishop would weigh about 2,500 cubesat-size payloads, it has expanded NanoRacks is working with the ISS lb. and could fit into the unpressurized its oferings inside the station to include program ofce at Johnson Space Cen- trunk on a SpaceX Dragon, according a small centrifuge, a microscope, a ter on a “bell jar” airlock (see illustra- to preliminary engineering NanoRacks plate reader and simple fluid-mixing tion). The Bishop airlock would ride has conducted in association with the enclosures known as “MixStix.” On the to orbit in the unpressurized “trunk” ISS program ofce. It would have an exterior it ofers payload accommoda- of the last SpaceX Dragon vehicle internal diameter of 70 in., and mea- tions mounted on the exposed facility of purchased by NASA under the current sure 68 in. from front to back. the Kibo Japanese Experiment Module commercial resupply services (CRS-1) To recoup the estimated $10 million (JEM), and a cubesat dispenser, which contract. It would be attached to the cost of the Bishop airlock, Manber says are accessible via Kibo’s airlock and port-side common berthing mecha- NanoRacks would consider it as a sort robotic arm. nism on the station’s pressurized of “space toll booth.” That pathway in and out of the sta- Node 3 (Tranquility) with a standard “We would not charge our customers; tion is becoming too narrow to meet passive common berthing mechanism it would be part of our fee,” he says. “We demand, according to NanoRacks (PCBM) fixture. From there, the sta- are still working through what is a good Chief Technology Ofcer Michael tion’s Canadian-built main robotic arm price for charging third parties that Johnson, who is leading the Bishop would move it around as needed, like do not use NanoRacks. And I imagine airlock development. its namesake chess piece. there would be a complex symbiotic “We have a wonderful problem in Station crewmembers would transfer relationship with NASA.” c WorldMags.net 22 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net

WorldMags.net Washington Outlook Edited by Jen DiMascio Managing Editor-Defense, Space & Security Jen DiMascio blogs WorldMags.netat: AviationWeek.com/ares [email protected]

COMMENTARY concedes that cooperation in human spaceflight “probably won’t happen in my tenure as the NASA administrator.” Matter of Interpretation Based on directions from President Barack Obama, Bolden says, NASA is “looking every day to expand the Air Force, lawmaker at odds over C-130 mods number of . . . nontraditional partners.” Bolden recently traveled to ongress can write laws, while allowing the administration Latin America for discussions with plenty of ways to get around them. For several years, the Air ofcials in Argentina, Brazil, Colombia C and Peru. Congress allows NASA to Force and Congress have been fighting over the fate of the C-130 participate in multilateral projects Avionics Modernization Program (AMP). Lawmakers including that include China, but John Culberson Rep. Jim Bridenstine (R-Okla.) have tried to force the Air Force (R-Texas), the new chairman of the House Appropriations subcommittee to fully fund the program to bring C-130H airlifters into the digi- that funds NASA, says he intends to tal age, but the Air Force has sought to cancel it. Last year, the maintain and possibly expand the pro- defense authorization act included a section that prohibits the hibitions drafted by his predecessor on human rights and national security Air Force from canceling or changing the AMP program—ex- grounds (AW&ST March 6, p. 24). c cept if the defense secretary certifies the change is needed to make the aircraft consistent with FAA requirements. AIR TRAFFIC INSECURITY In the run-up to drafting an FAA reau- Bridenstine is attempting to hold CQ ROLL CALL/NEWSCOM FILE PHOTO thorization bill, Sen. Charles Schumer the Air Force to the prohibition, to (D-N.Y.) is calling on the agency to shore no avail. During a March 4 hearing, up the security of its air trafc control Air Force ofcials told Bridenstine (ATC) systems. On March 2, the Gov- the service will add the radios, voice ernment Accountability Ofce released recorders and other equipment to a report citing “significant security meet FAA air trafc management control weaknesses” within the FAA’s standards. The implication is that the computer systems. Those weaknesses Air Force will stop short of the AMP’s include failure to encrypt sensitive data, complete digital overhaul. Bridenstine failure to implement the FAA’s own said the law would restrict 15% of the security policies, inadequate testing of Air Force’s operation and maintenance These are absolutely servers and software, and an outmoded budget if the service did not fully fund ‘ risk-management process. These “leave the AMP overhaul. “We have a difer- false choices.’ the agency’s ATC systems vulnerable to ent interpretation about what that —REP. JIM BRIDENSTINE hacking, which could expose sensitive language means,” Air Force acquisition aviation data or even shut down the chief William LaPlante replied. system while thousands of planes are in For Bridenstine, a former Navy E-2 CHINA CALLING the air,” Schumer says. The government and F/A-18 pilot and reservist, this is The congressional ban on NASA watchdog agency ofered 17 suggestions another example of unfairness. He cooperating with China in space will to boost security. A chance to write started out on a propeller aircraft and fall eventually, predicts Administra- them into law is coming. The current moved to Hornets, bearing witness to tor Charles Bolden, who terms the FAA policy bill expires in September. c the fact that “pointy-nose jet aircraft” present state of afairs “unfortunate.” get the most modern avionics. He China is “a very capable nation, very STILL SEARCHING has also seen the diference in how competent,” he tells a questioner at the Sen. Kelly Ayotte (R-N.H.), who leads active-duty forces are treated relative American Astronautical Society’s God- the Senate Commerce aviation subcom- to reservists. Now that he is an elected dard Memorial Symposium March 11. mittee, continues to apply pressure to ofcial, Bridenstine has had enough. “I “At some time in the future, I think we the administration to formally appoint a get really frustrated when I hear the will reach out, or accept the overtures, new head of the Transportation Securi- Pentagon tell members of Congress ‘if and China will become a member of ty Administration (TSA) to replace John we go forward with this program that’s the family of spacefaring nations,” says Pistole, who left ofce at the end of 2014. going to cost us X number of KC-10s Bolden, who made a quiet visit to China Ayotte has interim Administrator Mel- or force us to retire the A-10 fleet,’” last fall (AW&ST Dec. 15, 2014, p. 11). But vin Carraway set to testify at a March he says. “These are absolutely false even though he met with Wang Zha- 17 hearing and discuss TSA’s Pre-Check choices to bully us into going along oyao, the director of the China Manned program, a potential passenger security with their plan.” c Space Engineering Ofce, Bolden fee increase and other issues. c WorldMags.net 24 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net

FROM 15 TO 21 JUNE, 2015 Where aerospace leaders get down to business

an event from siae.fr WorldMags.net COMMERCIAL AVIATION WorldMags.net Aerodynamic upgrades to the Boeing 777 include a redesign of the inboard ﬂap fairing, slat trailing edge and deletion of the tail skid.

TONY OSBORNE/AW&ST ing has a firm backlog of 273 777-300s and 777Fs, which equates to around 2.7 Sharpened Edge years of current production. “We calcu- late that Boeing needs to get 272 new Two-year 777 upgrade implementation plan orders for the 777 to bridge the current gap and then transition to the produc- draws from venerable aircraft predecessors tion phase on the 777X,” he says. The upgrades will also boost existing Guy Norris Los Angeles fleets, Boeing says. “Our 777s are operated by the world’s premier airlines and ver careful with its stewardship of the cash-generating 777 now we are seeing the Chinese carriers moving from 747 fleets to big twins,” program, Boeing is planning a series of upgrades to ensure says Schneider. “There are huge 777 Ethe aircraft remains competitive in the long-range market fleets in Europe and the Middle East, well after the 777X derivative enters service. as well as the U.S., so enabling [operators] to be able to keep those up to date The plan, initially revealed in Janu- and structural weight. Additional op- and competitive in the market—even ary, was laid out in detail by Boeing on tional improvements to the cabin will though some of them are 15 years old— March 9 at the International Society of also provide operators with more seat- is a big element of this.” Transport Air Trading meeting in Ari- ing capacity and upgraded features Parts of the upgrade have already zona. Aimed at providing the equivalent that would ofer various levels of extra been introduced; the remainder are due of 2% fuel-burn savings in baseline per- savings on a per-seat basis. by the third quarter of 2016. “There is formance, the rolling upgrade efort will “We are making improvements to the not a single block point in 2016 where also include a series of optional product fuel-burn performance and the payload/ one aircraft will have everything on it. improvements to increase capacity by range and, at same time, adding features It is going to be a continuous spin-out up to 14 seats, which will push the total and functionality to allow the airlines to of those capabilities,” Schneider says. potential fuel-burn savings on a per- continue to keep the aircraft fresh in The overall structural weight of the seat basis to as much as 5% over the their fleets,” says Larry Schneider, vice 777-300ER will be reduced by 1,200 777-300ER by late 2016. president and chief project engineer for lb. “When the -300ER started service At least 0.5% of the overall specific the 777. The upgrades, many of which in 2004 it was 1,800 lb. heavier, so we fuel-burn savings will be gained from will be retrofittable, come as Boeing have seen a nice healthy improvement an improvement package to the air- continues to pursue new sales of the in weight,” he adds. The reductions craft’s GE90-115B engine, the first ele- current-generation twin to help main- have been derived from production- ments of which General Electric will tain the 8.3-per-month production rate line improvements introduced as part test later this year. However, the bulk until the transition to the 777X at the of the move to the automated drilling of the savings will come from multi-tier end of the decade. Robert Stallard, an and riveting process for the fuselage, changes to reduce aerodynamic drag analyst at RBS Europe, notes that Boe- which Boeing expects will cut assem- WorldMags.net 26 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst bly flow time by almostWorldMags.net half. The manu- line in November and will be ofered as wing will more than compensate. “It’s a facturer is adopting the fuselage auto- a retrofit via a service bulletin. “With a little counterintuitive,” says Schneider, mated upright build (FAUB) process as retrofit, you can’t save so much weight adding that wind-tunnel test results of part of moves to streamline production because the structure is already in the new shape showed close correla- ahead of the start of assembly of the the fuselage, but the drag and mainte- tion with benefits predicted by compu- first 777-9X in 2017. nance savings is still a nice benefit” for tational fluid dynamics (CFD) analysis One significant assembly change customers, says Schneider. using the latest boundary layer capa- is a redesign of the fuselage crown, A series of aerodynamic changes to bilities and Navier-Stokes codes. which follows the simplified approach the wing based on design work con- Having altered the pressure distri- taken with the 787. “All the systems ducted for the 787 and, perhaps sur- bution along the underside of the wing, go through the crown, which histori- prisingly, the long-canceled McDonnell Boeing is matching the change on the cally is designed around a fore-and- Douglas MD-12, is reducing the drag of upper surface by reaching back to tech- aft lattice system that is quite heavy. the 777. The most visible change, which nology developed for the MD-12 in the This was designed with capability for astute observers will also be able to 1990s. The aircraft’s outboard raked growth, but that was not needed from spot from below the aircraft, is a 787-in- wingtip, a feature added to increase a systems standpoint. So we are going spired inboard flap fairing redesign. span with the development of the to a system of tie rods and composite “We are using some of the technol- longer-range variants, will be modified integration panels, like the 787. The ogy we developed on the 787 to use the with a divergent trailing edge. “Today it combination has taken out hundreds fairing to influence the pressure dis- has very low camber, and by using some of pounds and is a significant improve- tribution on the lower wing. In the old Douglas Aircraft technology from the ment for [line] workers who install it days, aerodynamicists were thrilled if MD-12 we get a poor man’s version of as an integrated assembly,” Schneider you could put a fairing on an airplane a supercritical airfoil,” says Schneider. says. Other reductions will come from for just the penalty of the skin friction The tweak will increase lift at the out- a shift to a lower-weight, less-dense drag. On the 787, we spent a lot of time board wing, making span loading more form of cabin insulation and adoption working on the contribution of the flap elliptical and reducing induced drag. of a lower-density hydraulic fluid. Boeing has also 777 Improvements decided to remove Divergent the tail skid from trailing edge Reduced the 777-300ER as Weight cabin noise* a weight and drag improvements reduction improve- Enhanced Window ment after devel- Door 2 entry* Elevator drag reduction oping new flight trim bias control software to protect the tail dur- Full LED ing abused takeofs cabin lighting* and landings. “We Custom premium redesigned the window shades* flight control system to enable pilots to fly like normal Advanced material Improvements and give them full galleys* Engine Space-saving improvements Flap fairing Aerodynamic elevator authority, lavatories add optimization so they can control Tailskid more seats* Cabin the tail down to the deletion Straight aft Weight ground without seat tracks add Engine *Optional features more seats* Slat touching it. The enhancement system precludes Source: Boeing the aircraft from contacting the tail,” Schneider says. fairing shape and camber to control the Boeing has been conducting loads Although Boeing originally developed pressures on the lower wing surface.” analysis on the 777 wing to “make the baseline electronic tail skid feature Although Schneider admits that sure we understand where all those to prevent this from occurring on the the process was a little easier with the loads will go,” he says. A related loads -300ER, the “old system allowed con- 787’s all-new wing, Boeing “went back analysis to evaluate whether the revi- tact, and to be able to handle those and took a look at the 777 and we found sions could also be incorporated into a loads we had a lot of structure in the a nice healthy improvement,” he says. potential retrofit kit will be completed airplane to transfer them through the The resulting fairing will be longer and this month. “When we figure out at tail skid up through the aft body into wider, and although the larger wetted which line number those two changes the fuselage,” he adds. The weight sav- area will increase skin friction, the will come together [they must be in- ing is significant, he notes. overall benefits associated with the op- troduced simultaneously], we will do The change was implemented on the timized lift distribution over the whole a single flight to ensure we don’t have WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 27 COMMERCIAL AVIATION any bufet issues fromWorldMags.net the change in lift distribution. That’s our certifica- How High? tion plan,” Schneider says. A third change to the wing will fo- As they ratchet up production, Airbus and cus on reducing the base drag of the leading-edge slat via a version with a Boeing wave of concerns about an order bubble sharper trailing edge. “The trailing- edge step has a bit of drag associated Joseph C. Anselmo and Guy Norris Phoenix with it, so we will be making it sharper and smoothing the profile,” he explains. ohn Leahy, Airbus’s chief sales- A320 production up to 60 a month may The revised part will be made thinner man, and Randy Tinseth, his coun- be a reach. “If I had a vote, I would sug- and introduced in mid 2016. Further Jterpart at Boeing, do not agree on gest they go slow,” he says. drag reductions will be made by extend- much, but they are largely in sync when Skeptics have warned for years that ing the seals around the inboard end of it comes to robust commercial aircraft robust demand for new airliners— the elevator to reduce leakage and by projections. Leahy, whose company is which was bolstered by high oil prices making the passenger windows thicker sitting on a backlog of nearly 6,400 jets, and low interest rates—could not last to ensure they are fully flush with the says demand can comfortably support forever. But Airbus and Boeing sailed fuselage surface. The latter change will production of 50 A320 narrowbody jets through the global economic downturn be introduced in early 2016. per month and “perhaps even above of 2008-09, thanks to overbooking, the In another change adopted from 60. . . . We don’t think, at least through strategy of taking more orders than the 787, Boeing also plans to alter the 2020, there’s any bubble.” they could fill in anticipation that some 777 elevator trim bias. The software- Boeing acknowledges its Renton, of those sales would fall through. controlled change will move the eleva- Washington, factory could support a Still, with Airbus and Boeing plan- tor trailing edge position in cruise by monthly output of more than 60 737s, ning to increase output of narrowbod- up to 2 deg., inducing increased in- if warranted. Boeing’s backlog: 5,790 ies by 20% between 2014-18, on top of verse camber. This will increase the jets, of which the majority are 737 Next a 40% increase seen in 2010-14, ques- download, reducing the overall trim Generation and the 737 MAX follow- tions persist about whether they are on drag and improving long-range cruise on family. “Bubble? What bubble?” a path to produce more aircraft than efciency. “We did that with the 787-9, he asked on March 9 at the Interna- the market can absorb. Bank of Amer- and the 777 has basically the same tional Society of Transport Air Trad- ica Merrill Lynch says an analysis of horizontal tail airfoil as the 787, so ing (Istat) Americas 2015 conference the two manufacturers’ announced we said it should work just as well on in Phoenix. “Everything tells us that production increases suggests the the 777 as on the 787.” The technol- demand is strong in the market.” global fleet of in-service airline seats ogy to implement it is being reused, For now, Airbus’s plans call for A320 will grow 7% annually, “while global resulting in a significant cost saving, production to reach 50 per month by traffic may only grow at about 5%.” Schneider says. early 2017, up from 42 currently, while Meanwhile, a drop in crude oil prices The package of changes means that Boeing aims to take 737 output to 52 from more than $100 a barrel last sum- range will be increased by 100 nm or, per month in 2018, up from 42 now. But mer to about $50 per barrel has made alternatively, an additional 5,000 lb. of Airbus’s recent revelation that it is look- it less imperative for airlines to replace payload can be carried. Some of this ing at taking A320 production to 60 or older, gas-guzzling models. Merrill’s extra capacity could be used for chang- more per month—and Leahy’s appar- analysts say aircraft retirement levels es in the cabin that could add 14 seats. ent bullish support—is beginning to are down 34% from a year ago. The extra seating, which will increase make some industry veterans nervous. Knittel agrees there is less urgency overall seat count by 3%, could feature Steven Udvar-Hazy, chairman/CEO now to park older aircraft. But with or- the option of arm rests integrated into of aircraft lessor Air Lease Corp., ders for large aircraft placed years in the cabin wall. Schneider says the voiced some doubts. He believes the advance, he is confident demand from added seats, on top of the baseline 2% massive backlogs at the two dominant airlines and lessors is not about to fuel-burn improvement, will improve airframers are not as solid as they once evaporate. Not many “CEOs [are will- total operating efciency by 5% on a were, citing orders placed by over-am- ing] to bet their company that oil is go- block fuel per-seat basis. bitious low-cost carriers and struggling ing to stay at $50-60 a barrel,” he says. Other cabin change options will in- airlines in markets such as Russia and AirCap CEO Aengus Kelly concurs clude repackaged Jamco-developed Indonesia. “The cushion is beginning to that if production rates are raised fur- lavatory units that provide the same wear of,” Hazy says. “[Some] little seg- ther the demand will be there. Boeing internal space as today’s units but are ments of the backlog are not as golden and Airbus “have a tremendous record 8 in. narrower externally. The redesign as they were 12 months ago.” of matching supply and demand,” he includes the option of a foldable wall Another prominent aircraft lessor, said during an Istat lessor panel. “We between two modules, providing ac- CIT Transportation & International have never seen dozens of whitetails cess for a disabled passenger and an Finance President Jeff Knittel, says sitting in Seattle or Toulouse.” assistant. Boeing is also developing Airbus and Boeing “are in as good a But Norman Liu, president/CEO noise-damping modifications to reduce position as I’ve seen in a long time,” of GE Capital Aviation Services, ap- cabin sound by up to 2.5 db, full cabin- with product strategies in place and pears less enthusiastic. “That’s a lot length LED lighting and a 787-style “a predictable stream of orders.” But of aircraft,” he said. “I just hope these entryway around Door 2. c even he believes the idea of taking scenarios play out.” c WorldMags.net 28 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst SPACE FrozenWorldMags.net Four NASA readies for new phase of exploration of dwarf planets and ice-bound moons Guy Norris Los Angeles

n recent times the search for extraterrestrial life—or conditions that might once have supported it—has focused large- Ily on Mars. But as of early in March, NASA’s exploratory gaze is extending to a series of icy worlds in the farther reaches of the Solar System that may not only harbor life but whose characteristics could help explain its development on Earth. In what NASA’s Jet Propulsion Laboratory has dubbed NASA-JPL “the year of the icy world,” the agency will see three separate spacecraft begin the unprecedented exploration of dwarf planets and a moon over a period of just eight months. While Mysterious bright spots, captured in this Feb. 19 main these missions are underway, NASA is also firming up plans image and early March inset photo of the cratered for Europa Clipper, a robotic exploration of the Jovian moon surface of Ceres, have sparked wider interest in Dawn’s Europa, which early in February effectively moved from science mission, which begins in April. concept to mission status under the agency’s latest budget announcement. pact crater may have resulted in the exposure of overlying “We are about to embark on an amazing year of discovery ice and perhaps “we are seeing deposits left behind by salts. and exploration,” says JPL senior research scientist and tech- It is a feature that is unique in the Solar System and it’s got nical manager Bonnie Buratti. “One of the greatest questions us on the edge of our seats.” NASA is trying to answer right now is ‘Where did life come Carefully steering toward its target using an ion propulsion from and how did it originate on the Earth?’ The icy worlds system, the spacecraft is on track to enter its first science that we are [preparing] to explore this year are going to help orbit in April and continue through July 2016. Its observa- answer that question.” tions should help confirm suspicions that the 590-mi.-wide NASA’s Dawn mission, the first to begin this frozen odyssey, Ceres is approximately 30% water by mass. “We expect some arrived at 12.39 UTC on March 6 at Ceres, a dwarf planet in icy caps,” says Raymond who adds that there is “evidence of the asteroid belt between Mars and Jupiter, and the largest active processes going on which are releasing water vapor unexplored world of the inner Solar System. “Dawn delivers into a tenuous atmosphere. We might see that we have tens big science on a small budget,” says project manager Robert to hundreds of kilometers of ice sitting on top of a hydrated Mase. “It’s a ‘two for one’ mission because we also explored core.” There is even the possibility that “we may have a layer the protoplanet Vesta a year ago on the way to Ceres,” he adds. of liquid water in equatorial regions.” Dawn is therefore chalking up plenty of firsts. It is the first Studying Ceres in this detail may also help scientists test spacecraft ever to orbit two diferent worlds in deep space, the theories about how the Earth got its water. “We are hoping first mission ever to go to a main belt asteroid and the first to to understand its geological history, test the hypothesis of reach a dwarf planet. “The reason they are interesting is these its evolution and understand its place in a region that is rich aren’t chunks of rock, they’re baby planets which started to in wet asteroids and main belt comets,” says Raymond. “By form like Earth,” says Mase. “However, because Jupiter kept understanding the nature of these bodies and the impact flux, stirring the gravitational pot, it wouldn’t allow them to form we might know how many of these objects would have rained so they stayed small. But they still have a core, a mantle and a in on the inner Solar System at the time the inner planets crust. They are like time capsules, frozen in time, represent- were forming. That would give us some ideas about the role ing the earliest epochs of the formation of the Solar System.” they played in bringing water to our Earth.” Even before it reached Ceres, Dawn was already making Dawn’s ion propulsion system, which is being used for only news. On Feb. 19, when the Orbital Sciences-built craft was the second time on a NASA mission after an initial trial on still 29,000 mi. from its target, the framing cameras provided Deep Space 1 in 2001, has been a key enabler to fulfilling the by the Max Planck Institute sent back intriguing images of mission objectives. This comes despite the failure of two of two bright spots on the surface of Ceres. Initially speculated the spacecraft’s four position-keeping reaction wheels since its to be icy cryo-volcanoes, Dawn deputy principal investiga- launch in 2007. “Ion propulsion is 10 times more efcient than tor Carol Raymond says more recent images show the spots chemical propulsion,” says Mase. “The Dawn mission would be emanate from the center and side of a 92-km (57-mi.-wide) difcult, if not impossible, without this technology,” he adds. impact crater at the 19 deg. N. Lat. which does not appear to Power collected from Dawn’s 65-ft.-span solar arrays is con- have a mound or other surface features associated with the verted into electricity which is used to ionize xenon, and then vent of a cryo-volcano. accelerate the ions to generate thrust. “We launched in 2007 “These spots were extremely surprising to the team and with 937 lb. of xenon, which is about 71 gal., and we’ve used puzzling to everyone who has seen them. Their apparent 64 gal. so we only have a little bit left,” says Dawn chief engi- brightness is of the scale,” she adds. Raymond says the im- neer Marc Rayman. Configured with three ion engines, Dawn WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 29 SPACE consumes 1 lb. of propellantWorldMags.net every four solar wind. Yet another spectrometer days with the propulsion system active. will assess the nature of plasma (ions) This means by the time Dawn arrives in escaping the atmosphere; an instrument orbit NASA expects around 50 lb. to be built by University of Colorado students remaining in the tanks. Following com- will measure space dust concentrations pletion of the mission, around June 2016, at the inner reaches of the Kuiper Belt. Dawn “may continue to operate for a few “It is a planet to us,” says Buratti. “But months beyond that but will run out of the big question we are going to answer conventional propellant (hydrazine), so is whether it is geologically active or it won’t be able to point its solar arrays WIKIMEDIA not.” Following its six-month transit at the Sun, or its antennas at Earth or through the Pluto system, the space- instruments at the surface. So it will just craft will be directed to survey other die,” he adds. Dawn icy targets in the Kuiper Belt. From a MISSION: Exploring two of the largest U.S. perspective, New Horizons also NEW HORIZON’S PLUTO FLYBY protoplanets, Ceres and Vesta, to determine marks another key milestone in space As Dawn slowly spirals down to a the role of size and water in how planets exploration. The U.S. has been the first closer orbit of Ceres, in another part of evolve. to reach every planet—Mercury to Nep- the Solar System NASA’s New Horizons TYPE: Orbiter tune—with a spacecraft and, assuming a successful encounter in July, the New mission will be approaching its close en- STATUS: Current Horizons mission efectively completes counter with Pluto, an event scheduled LAUNCH DATE: for July 14. Launched in 2006, New Ho- Sept. 27, 2007 NASA’s initial reconnaissance of the So- rizons, the Johns Hopkins University DIMENSIONS: 1.64 meters (5.4 ft.) high, lar System. Applied Physics Laboratory-managed 1.27 meters (4.1 ft.) long and 1.77 meters mission is the first reconnaissance of (5.8 ft) wide. With solar arrays extended, it CASSINI’S GRAND FINALE Pluto, its moons and the Kuiper Belt. is about 19.7 meters (65 ft.) long After Pluto, NASA’s third encounter “When we launched the New Horizons WEIGHT: 747.1 kg (1,647.1 lb.) dry; with an icy world is scheduled to come mission Pluto was still a planet,” says Bu- 1,217.7 kg (2,684.6 lb.) fueled around three months later in 2015. when ratti. “Since then it has been demoted to SCIENCE INSTRUMENTS: Framing camera, the redoubtable spacecraft, Cassini, will a dwarf planet but it is one of the biggest visible and infrared spectrometer, gamma make the first of a series of close flybys objects, if not the biggest object, in the ray and neutron detector and audio tracker of Saturn’s moons Enceladus and Dione. Kuiper Belt, which is formed of hundreds to measure gravitational felds. The first pass of Enceladus will occur of thousands of ice balls in outer space close to the 18th anniversary of Cassini’s that were left over from the formation of launch in October 1997, and marks the the Solar System.” start of the final phase of the spacecraft’s With the spacecraft nearing the finale mission, which is set to end with a plunge of its more than 3-billion-mi. voyage from into Saturn’s atmosphere in 2017. Earth, mission navigators are prepar- “There will be three close flybys of ing to command the first of a series of Enceladus this year, the last one coming

course-correction maneuvers as it clos- WIKIMEDIA to within 30 mi. of the surface,” says Cas- es in on the Pluto system. Navigational sini project scientist Linda Spilker. The changes will be based on analysis of the craft will be directed to fly through the orbital dynamics of the moons around New Horizons giant plume of icy particles and water va- Pluto using pictures captured by the por emanating from a series of gargantu- spacecraft’s telescopic Long-Range Re- MISSION: The frst study of Pluto, the Kuiper an surface fractures near the south pole, connaissance Imager (Lorri). The aim is Belt and the far reaches of the Solar System. dubbed the Tiger Stripes. “Some escapes to flyby within 6,000 mi. of Pluto, inside TYPE: Flyby Enceladus’s gravity and creates the E- the orbit of its largest moon, Charon. STATUS: Current ring around Saturn,” she adds. Saturn “Pluto has at least five moons and we LAUNCH DATE: Jan. 19, 2006 has seven main rings which are labeled hope to find some more,” says Buratti. DIMENSIONS: 0.7 meters (27 in.) high, 2.1 in the order in which they were discov- Lorri will scan and map Pluto’s far meters (83 in.) long and 2.7 meters (108 ered. From the planet outward they are side and provide high-resolution geolog- in.) at its widest D, C, B, A, F, G and E, the latter extending ic data. “We are going to get a resolution WEIGHT: 478 kg (1,054 lb.) at launch outward 620,000 mi. from Mimas inside of 100 ft. on the surface. If there was a SCIENCE INSTRUMENTS: the orbit of Enceladus all the way to the Central Park on Pluto, we’d be able to Visible and orbit of Titan. infrared imager/spectrometer (Ralph); see it,” says Buratti. “We also have spec- “We will be ‘tasting the plumes’ and ultraviolet imaging spectrometer (Alice); trometers to look at the surface compo- sampling them. The largest icy particles radio science experiment for studying sition,” she adds, referring to the Alice atmospheres (REX); telescopic camera are salts, and according to cosmic dust ultraviolet and Ralph visible/infrared (Lorri); solar wind and plasma spectrometer analyzer, are mostly sodium chloride imager and spectrometers. (SWAP); energetic particle spectrometer and potassium. So we know now that The spacecraft’s science instrument (Pepssi) and space dust counter (SDC). the liquid water ocean under the crust suite also includes a solar-wind-and- at Enceladus is in contact with the rocky plasma spectrometer to measure the “escape rate” of the core,” says Spilker. “We found organics like carbon dioxide and tenuous atmosphere as well as Pluto’s interaction with the nitrogen, so we know that the ocean of Enceladus harbors the WorldMags.net 30 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst ingredients for life.” TheWorldMags.net flight through a proposed new NASA flagship project the plume itself is not expected to jeop- that aims to explore this mysterious Jo- ardize Cassini. “We’ve flown through vian moon next decade says JPL Depu- plumes and, so far, it has been fine. The ty Director Gen. Larry James. “We will density of particles hasn’t been enough have the official kickoff of that mission to make us worry about the spacecraft,” this spring when we have the key deci- Spilker says. sion point “A” at NASA headquarters,

The science team hopes to get bet- WIKIMEDIA which will give us the formal approval ter views of Enceladus’s north pole on to start considering how we would for- other flybys. “It turns out when Cas- mulate the mission,” he says. The April sini first arrived, the north pole was in Cassini meeting will also include baseline se- darkness; now we can get a good look MISSION Exploring Saturn, its moons and lection of a sensor suite for the mission, it after 10 years in orbit around Sat- its rings. which JPL is proposing as a flyby of urn. With the seasons changing we’re Europa in order to handle the hazard- TYPE: Orbiter coming close to the summer solstice, ous Jovian radiation environment and STATUS: so we can get a high-resolution look at On its second, extended mission avoid the cost and complexity of a mas- the north pole and perhaps [discover LAUNCH DATE: Oct. 15, 1997 sively radiation-hardened orbiter. why just] the south pole is active. DIMENSIONS: 6.7 meters (22 ft.) high and “The mission will perform recon- Maybe the north was active, too. So 4 meters (13.1 ft.) wide naissance to pave the way for future we will be looking for evidence of frac- WEIGHT: 5,712 kg (12,593 lb.) with fuel, landings,” says JPL senior research tures and on the final flyby will go back Huygens probe, adapter, etc.; 2,125 kg scientist Robert Pappalardo. “After to the south pole where it is all dark (4,685 lb.) unfueled orbiter alone 15 years of studying mission concepts now. We’re going to make a thermal SCIENCE INSTRUMENTS: Composite for Europa we believe we now have the map to see how much heat is coming infrared spectrometer, imaging system, one that is just right. We orbit Jupiter, out of the Tiger Stripes.” ultraviolet imaging spectrograph, visual and making many flybys, and if we spot a Two more flybys will also be made infrared mapping spectrometer, imaging plume we can sail right through them over the moon Dione, which measures radar, radio science, plasma spectrometer, to taste Europa’s innards.” The space- around 700 mi. across. “We thought cosmic dust analyzer, ion and neutral craft will “effectively obtain global cov- there had been some kind of crypto- mass spectrometer (INMS), magnetometer, erage from 45 flybys over three years volcanism but now we are looking at magnetospheric imaging instrument, radio [similar to the way] Cassini mapped large canyons with icy walls on the and plasma wave science. out Titan. A Jupiter orbiter offers the sides, so it does not appear to be that,” best science for an optimal cost.” says Spilker. Readings from Cassini’s “We want to confirm the existence of magnetic field instrument, however, do the ocean and we can do it with mag- indicate some level of activity. “That netic instruments and by measuring was the first clue that caused us to go the flex of the [icy] shell by flying by at closer to Enceladus, and Dione has the diferent times,” says Pappalardo. “We same thing but is much weaker. We NASA JPL-CALTECH want to understand how thick the shell wondered if there could be activity at is and understand the composition of a lower level, so on one of these flybys the reddish stuf on the surface. Does it we will use the ion and neutral mass contain organic molecules, does it con- spectrometer (INMS) to snif them out tains salts? We want to understand the and see if there is any evidence for ma- Europa Clipper circulation in that ice shell.” Scientists terial coming out of Dione. We will also MISSION: NASA is studying whether to postulate that chemical nutrients cre- [take] more gravity measurements [to conduct detailed reconnaissance of Jupiter’s ated at Europa’s surface by radiation see if] it too could have water under moon Europa, and whether the icy moon levels that would kill a human in 20 its icy crust.” could harbor conditions suitable for life. min., could filter down into the subsur- However, for Cassini time is running TYPE: Orbiter face ocean and serve as a fuel for life. out. “The gas tank is on empty and we STATUS: Proposed The radiation is so intense on Europa have just enough to get us through to the because of Jupiter’s powerful magnetic LAUNCH DATE: To be determined. end of the mission in 2017,” says Spilker. field. Rotating every 10 hr. relative to “We found a way to jump across Saturn’s Europa, the magnetic field accelerates huge rings and actually orbit inside the inner ring, so we have high-energy particles which bombard the moon so in- 22 orbits that will go into this area. It is like a brand-new mis- tensely it colors the icy mantle. Protecting the spacecraft sion to see a place we haven’t seen before. We will find out for systems will be tackled by placing the Clipper in a highly the first time the planet’s gravity field, its magnetic field and elliptical orbit, thereby reducing overall exposure levels, the mass of the rings.” During 2016 and 2017 the orbits will and by housing sensitive instruments in a shielded “vault.” “go up and over the north and south poles of the planet, and “Inside are all the electronics we want to protect,” says Cassini will actually dive between the innermost edge of the JPL Europa Clipper project engineer Sara Susca. The main D ring and the upper edge of the atmosphere itself,” she adds. platform of the proposed spacecraft will be around 18 ft. tall and, when combined with solar panels, “will be quite MAKING PLANS FOR EUROPA big,” Susca adds. “It will have two large solar panels both Plans are meanwhile firming up for the Europa Clipper, about 29 X 4 ft.” c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 31 ROTORCRAFT

WorldMags.netThe evolution is underway with Bristow’s purchase of two Tilt to the regional airlines, Eastern Airways in the U.K. in early 2014 and Airnorth, an Australian carrier, in February. By adding these two airlines, Bristow gains not only considerable fixed-wing Future experience but now can link its rotary- and fixed-wing services to ofer seamless service to clients under a single contract. Tiltrotors could streamline A similar operation already exists in the U.K. The Inte- grated Aviation Consortium (IAC) oversees flghts of oil work- oil and gas operations ers on Eastern Airways aircraft from Aberdeen, Scotland, to Scatsta in the Shetland Islands, where they then board a Tony Osborne Orlando, Florida fleet of Sikorsky S-92s for platforms ofshore. The introduction of tiltrotors would allow for point-to- hile the military need for high-speed rotorcraft is point operations, eliminating those remote sites, and flying widely accepted, the introduction of such a capabil- personnel to platforms from major population centers, says Wity for the commercial market has been seen as a Bristow President Jonathan Balif. Tiltrotor helicopters can bit of a folly, at least until now. generally transport passengers above the weather in relative As the one of the world’s largest commercial helicopter comfort with a greater margin of safety. operators, Bristow Group’s decision to support AgustaWest- “We see tremendous opportunities for this aircraft for our land’s tiltrotor program is a major turning point for high- clients who are flying to more remote and hostile environ- speed rotorcraft. It will not only transform the shape of oil ments,” says Balif. and gas exploration support operations but deliver a con- “It is a unique opportunity to work with an operator with combined rotary- and fixed-wing [experience],” Agus- taWestland CEO Daniele Romiti tells Aviation Week. “Having Bristow [supporting the project] brings solidity to a market that perhaps saw us as a bit too enthusiastic. But now it is proven fact that this is about a real market rather than a virtual one.” Balif says the AW609 could prove useful for high-speed medevac missions, Bristow sees AgustaWestland’s transporting injured tiltrotor aircraft playing a multi- or sick personnel faceted role in its future. to hospitals on the mainland in half the time of a helicopter. Tiltrotors could also ably handle search-and-rescue services that Bristow operates for the U.K. government, as well as for some oil and gas clients. Bristow will advise AgustaWestland on the concept of operations, regulations, maintenance and configuration optimization as well as identifying areas for enhancement or modification preparing the tiltrotor for operations over water and onto oil and gas platforms. AGUSTAWESTLAND AW609 program manager Clive Scott described the siderable boost to the Anglo-Italian manufacturer’s develop- deal as an extension of a maintenance review board—a pro- ment of the AW609. cess followed by a manufacturer and an operator during the The signing of a joint development agreement between the certification of a new type. two companies at Heli-Expo on March 3 will allow Bristow “We have a lot of experience with oil and gas helicopters, to exclusively direct the shape of the tiltrotor for ofshore but we don’t have experience on fixed-wing operations, so missions such as oil and gas operations. The changes could Bristow’s experience will be invaluable,” says Scott. extend beyond the AW609 to potentially afect the design of Bristow has long had an interest in the development of larger and more advanced models that AgustaWestland is the commercial tiltrotor, from when Bell and Agusta jointly planning to introduce in the early 2020s. displayed early mockups in the late 1990s. As part of the new The realities of ofshore transport are changing; ofshore agreement, Bristow test pilots have flown one of the proto- operators are placing greater emphasis on longer-range ro- types, and additional workstreams between the two parties torcraft. This is not just because their clients need to fly far- are being prepared. ther ofshore but also because they want to be able to reduce Meanwhile, AgustaWestland is well underway toward begin- their costs by picking up workers closer to where they live. ning AW609 production, with the announcement that there will Currently, all across the world, oil companies must fly em- be two assembly lines, at the company’s U.S. facility in Philadel- ployees—often by fixed-wing transport—to remote airfields, phia and in Italy at the company’s Vergiate plant, near Milan. where they transfer to a helicopter in what the traditional The fourth prototype, AC4, which will feature many produc- airline world would describe as a hub-and-spoke operation. tion-standard elements including the new Rockwell Collins Fusion Energy companies are striving to reduce their overall avionics suite, has been transported to Philadelphia for assembly costs, and Bristow believes it has to bring in new technol- in 2016. The third prototype, AC3, has been built in Italy and will ogy to accommodate this need. take part in deicing trials in the U.S. later this year. c WorldMags.net 32 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst DEFENSE

WorldMags.nettary efort is that the economy may not be growing as fast Bang Per Yuan as the government has been saying. The 7.4% rise in GDP posted for 2014 was far from the 10% commonly seen in the Reports of China’s military budget three decades from the late 1970s, when the economy began opening. But some economists, pointing to such indicators are inflated, but spending as energy consumption, suspect that the rate of Chinese economic expansion has slowed to 6%, or even less. may become more efcient Whatever the relationship to GDP, the Chinese military is probably now spending its defense budget more efciently, Bradley Perrett Beijing because of the president’s crackdown on corruption. Money that was formerly embezzled or spent on lavish benefits for n what has become an annual tradition, media reports are service personnel should now be available for enhancing exaggerating the rise in the Chinese defense budget, omit- military capabilities. Three days before the defense budget Iting adjustment for inflation. But now there is another, was announced, military prosecutors said 14 generals had contrary adjustment that no one can ascertain with any pre- been convicted of or were under investigation for corruption. cision: The anticorruption crackdown of President Xi Jinping “The General Logistics Department should find greater cap- must be making that spending more efcient. Compared with ital freed up which might have been embezzled,” says Alexan- two years ago, China should now be getting more bang for its der Neill of the International Institute for Strategic Studies in yuan but fewer sumptuous dinners and luxury cars. Singapore. Since it handles supplies, the logistics organization Beijing says it will spend 10.1% more on defense in 2015 than has been highly susceptible to embezzlement. Chinese contrac- last year. The government expects consumer prices to be about tors will often pay kickbacks to ofcials who control orders. 3% higher this year, so the planned rise in the real defense bud- The military efects of the anticorruption crackdown will get should be close to 6.9%—though other measures of price be complex, however. To the extent that famously attractive changes, such as the gross domestic product (GDP) deflator, fringe benefits have been curtailed, attracting talented people would give a slightly diferent result. Since Premier Li Keqiang forecasts GDP adjusted for inflation will be about 7% higher in 2015 than 2014, China is planning barely any change in its official defense budget as a fraction of the economy. This contrasts with wide- Chinese military equipment, such as the Avic KJ-200 radar aircraft, is rapidly becoming more sophisticated.

spread reports that, by growing 10.1%, the defense budget is advancing faster than the economy. Media often forget to factor in the efect of inflation on the Chinese defense budget. In 2014 defense spending, nominally 12.2% higher than a year earlier, was up YAN SIMING/INTERNATIONAL AVIATION 9.7% after adjustment for inflation, calculates analyst Roger into the armed forces could prove to be more difcult. But the Clif of the think tank Atlantic Council. So in that year defense average recruit to the ofcer corps may now be a good deal spending did rise faster than GDP, which advanced 7.4%. more interested in serving his or her country than in building But from 2009 to 2015, the inflation-adjusted ofcial de- a network of connections with the aim of personal profit. And fense budget has grown at an average of 6.9% a year, com- those who have hitherto spent their careers feathering their pared with 8.2% average economic growth, says Clif. China nests are probably now, like government employees across announced its ofcial 2015 defense budget, 886.9 billion yuan China, paying more attention to their jobs, or at least going ($141.68 billion), on March 5. through the motions of doing so. However, all of these figures create a false impression of Neill expects that cleaning up corruption will allow the Chi- precision, because much of China’s military spending is not in nese military to direct benefits to personnel more rationally the ofcial defense budget. Many countries do this, creating and efciently. “I would imagine that any money that is freed a widespread problem in analyzing and comparing defense up will be recycled into salaries and manpower,” he says. budgets. Senior defense ministry ofcials have told him that re- Including spending not in the defense budget, China allo- cruitment and retention are key challenges. In particular, cated 2-2.2% of GDP to its military from 2001-13, tending to the armed forces are rapidly rising in sophistication, but need the lower end of the range since 2009, estimates the Stock- more technically trained recruits to operate and maintain the holm International Peace Research Institute. Clif’s calcula- new systems. The challenge applies to filling the ranks with tions agree with that, showing the ofcial component trend- technically adept noncommissioned ofcers, too. Already, the ing down as a fraction of GDP over the past six years. Chinese military is ofering higher pay for people with the A further complication in any assessment of China’s mili- right skills. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 33 SAFETY

WorldMags.netmum fuel” state with the air route traf c control center. United Front? Once leaked, Attarian’s internal memo raised doubts about what had largely been regarded by the public as a sterling Merged carrier faces safety safety record at the carrier. In terms of incidents investigated by the NTSB in the past few years, most have been due to tur- pressures in the midst of bulence . As to how often GPWS alerts occur, NASA’s Aviation Safety Reporting System (ASRS) lists more than 50 U.S. air retirements, recalls and new hires carrier incidents in 2014. The GPWS alerts in the de-identi- John Croft Washington fi ed reports, voluntarily submitted by pilots, in some cases are linked to an approach to terrain and in other cases occur n alert from top United Airlines safety of cials is rais- due to improper confi guration of the aircraft. Airlines often ing concerns about safety culture at the third-largest directly learn of the incidents via non-punitive pilot reporting Aairline in the U.S. downstream of its merger with programs or a fl ight operations quality assurance program, Continental Airlines in 2010 and an increasing number of which includes a downloading and review of fl ight data. Most of retirements due to the “Age 65 Law.” the ASRS incidents did not appear to have jeopardized safety. Concerns are not limited to United, given the broader land- A Feb. 19 letter from Bob Sisk, the Central Air Safety Com- scape of consolidation within the U.S. airline industry that forc- mittee chairman for the United pilots union, part of the Air es the coming together of dissimilar operational and training Line Pilots Association, expanded on Attarian’s bulletin. Sisk cultures. This merging coincides with a large number of new lists six common threads in a number of “serious situations” hires to replace the more than 18,000 pilots reaching the age- or “near-misses” that he says United has experienced over 65 limit in the next seven years. American Airlines is facing a the past two years, including these key four: similar integration with US Airways pilots, as does Southwest The captain was generally highly experienced in the fl eet Airlines as it brings AirTran Airways pilots into the fold. type. A bulletin issued Jan. 9 by United’s senior vice president The fi rst of cer was a new hire, a returning “furloughee” of fl ight operations, Howard Attarian, and vice president or was relatively new on the fl eet. of corporate safety, Mike Quiello, discusses “major safety There was a lack of crew resource management (CRM) events” and “near-misses” in the “past few weeks.” Included intervention, “although there was discomfort with the de- are two events “in close proximity” to terrain, one that re- veloping situation.” sulted in a ground proximity warning system (GPWS) “pull- Pilots did not typically brief together as a crew. up” command, one “undesired aircraft state” on departure Sisk says “numerous pilots have reported signifi cant dis- and a low-fuel state on arrival at Los Angeles International crepancies between how standard operating procedures Airport. Attarian, a former U.S. Air Force Thunderbird pi- (SOP) are presented in training and how they are imple- lot, is responsible in part for overseeing training and fl ight mented on the line,” which is a “deep concern” that could be standards and the airline’s FAA operating certifi cate. Quiello a contributing factor in “many” of the incidents. is a former U.S. Marines pilot who held the top safety role at United has recalled most of the 1,500 pilots that were fur- Delta Air Lines before coming to United in 2009. loughed in 2008-09 and is planning to hire about 800 new pilots “We are currently seeing a lot of movement in the pilot this year. That intake of personnel will likely continue , as the group, such as retirements, seat movements and new hires, carrier is forecasting that 11,000 pilots will retire between now that—while welcome—introduces signifi cant risk to the op- and 2039, roughly the equivalent of its entire pilot workforce. eration,” the bulletin states, adding that United is at a critical The carrier has not said how it might address the immedi- juncture and its pilots must follow the policies and procedures. ate concerns beyond a plea by Attarian for pilots to review, United has not answered questions on the seriousness understand and comply with guidance in company manuals. of three of the incidents, but according to airline documents Leaders of the union shop representing United’s Chicago obtained by Aviation Week, the low-fuel event took place O’Hare International hub question management’s sincerity. when a Boeing 737-900 fl ying from Washington Dulles In- “The hard truth is that management is destroying the type of ternational to Los Angeles landed with less than the re- positive safety culture which was once alive at this company,” quired 45 min. of reserve fuel after it changed its route the pilot leaders say in a notice to members. “Management and the airport switched from an “east fl ow” to a longer is embracing a culture in which economics and schedule is west fl ow during the arrival. The pilots had declared “mini- placed above safety, the science of fl ight and the law.” c

The merging of dissimilar ﬂ ight departments in terms of the experience, training or proﬁ ciency of pilots can be a “leading indicator” for increased safety risks.

WorldMags.net JOEPRIESAVIATION.NET 34 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst COMMERCIAL AVIATION

LastWorldMags.net Chance Air Berlin sees more potential to grow its long-haul business, which is based on an all-Airbus A330 ﬂ eet.

capacity, taking 5% of seats off the market, an equivalent of seven aircraft. Additional cuts could follow when a more detailed per-route profi tability analysis has been completed. Pichler wants to focus on markets where Air Berlin is strong and pull out of areas where it has less market share. One Under new leadership Air Berlin is attempting JOEPRIESAVIATION.NET key concern is that even at its major to regain profi tability, but more support from hubs in Berlin and Dusseldorf, the airline has a market share of only 35% and shareholder Etihad may be needed 33%, respectively. Pichler says he sees growth opportunities in the long-haul Jens Flottau Berlin market but did not specify where. The airline is reinstating a lower fare ermany’s second-largest airline, Air Berlin, has been ail- for passengers with no checked bags. This option had been Ging for years, thanks to a toxic mix of mismanagement dropped in mid-2014. Fare rates to attract corporate clients are at the top and divergent shareholder interests. Now it being pursued. More fl exibility to rebook could be accorded to is pinning its hopes on new CEO Stefan Pichler to right this less-expensive classes if they are covered by a contract with situation. But does he have the skills and time needed? large corporations. The new CEO held important positions in Germany’s air- With Pichler now at the helm, others are leaving the execu- line industry more than 10 years ago. He led Lufthansa’s sales tive board. Long-time CFO Ulf Huettmeyer has been hired by division and then ran leisure group Thomas Cook, but was Etihad for a senior fi nance role, a move decided long before fi red when losses mounted. His next several jobs in the last the new CEO joined. And in late February, Air Berlin’s former decade were for airlines outside of Europe, notably Virgin CEO, Wolfgang Prock-Schauer, announced his immediate de- Australia Airlines, Jazeera Airways and Fiji Airways. parture as chief strategy and planning of cer; he had served “It is a real joke that I am the fourth CEO in three years,” in that capacity for one month following his demotion. says Pichler, referring to the dismal state of Air Berlin’s The most important short-term relief to Air Berlin came on previous management. Important decisions were not taken March 2, when Germany’s civil aviation authority Luftfahrt- because of the constant leadership changes, he says, which bundesamt (LBA) approved codesharing services between it delayed crucial strategy shifts. Pichler made these remarks and its partner Etihad for the upcoming summer period. The during his fi rst public appearance in his new role. decision, which surprised many industry analysts, was made Air Berlin expanded aggressively after its 2006 initial after months of uncertainty about whether the two airlines public offering, evolving from a charter operation into a would to be able to continue to cooperate on fl ights from Abu scheduled airline. It also acquired two small German airlines, Dhabi to Berlin and beyond, to destinations in Germany, other DBA and LTU, although it never fully integrated them. Even European countries and across the Atlantic. The approval for though the carrier later joined the Oneworld alliance, it only 34 codesharing services must be renewed for the winter. In- narrowly avoided bankruptcy, thanks to Etihad Airways’ dustry sources in Berlin caution that the LBA extension is not purchase of a 29.2% stake in January 2012. Etihad has since a permanent solution . provided additional much-needed fi nancial assistance. Com- The decision allows Germany and the United Arab Emirates petitors claim the German carrier is ef ectively under the (UAE) more time to resolve their disagreement about the in- control of a non-European investor, which is illegal; Air Berlin terpretation of the bilateral air service agreement or to negoti- and Etihad strongly dispute this. Pichler says no additional ate a new one without damaging Air Berlin/Etihad business in Etihad funding is planned, but his statement did not outright the near term. The LBA had approved the codesharing deal for rule out more fi nancial assistance to support the turnaround. six periods up until mid-2014, but then said codesharing is not He aims to achieve an operating profi t in 2016. covered by the bilateral pact , arguing that the contract would The carriers face a strategic dilemma. Etihad is interested only allow cooperation on three domestic routes in Germany. in European feed for its own long-haul fl ights, but the Euro- The UAE, Air Berlin and Etihad are disputing this . pean component is the worst-performing part of the Air Ber- LBA last fall fi rst revoked, then reinstated, its approval to lin network. Although its leisure network to Mediterranean allow more time for talks, even though the German transport destinations is healthier, it is of little strategic value to Etihad. ministry insists there is no basis for the joint fl ights in the Conceding that he does not have a detailed strategy in place current bilateral agreement. Lufthansa and leisure airline a few weeks after taking on the job, Pichler says Air Berlin’s Condor have been lobbying hard against the Etihad/Air Ber- main problem is low unit revenue. In the third quarter of 2014, lin alliance. Lufthansa is said to be considering legal action . the airline’s average revenue per passenger was €119.4 ($132), T he outcome is far from clear; the ministry could insist on a reduction of 4.4%. The drop came as it recorded a very high its current interpretation—LBA is a subordinate authority. 87% load factor, indicating that it has been trying to fi ll over- If so , codesharing would not be allowed in the next winter capacity by lowering fares below a profi table level. timetable, undermining the basis of Etihad’s 29% investment Air Berlin is now making even more cuts to its March-June in Air Berlin. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 35 COMMERCIAL AVIATION

WorldMags.netcome a niche destination with its year-round equatorial Starting climate and history. According to the proposal documents given to potential fl ight operators, the number of visitors to the island could almost double in the fi rst year of airport From Scratch operations, based on conservative estimates of the numbers of tourists, visits from St. Helenians now living abroad and Remote Atlantic island set to pick business travelers. Flights to the airport will be challenging as there are no fl ight operator for its fi rst airport regular airways that go near the island and the only diver- Tony Osborne London sion options in the event of poor weather are a return to the African mainland or continuing to the joint U.S./U.K. facility arly next year, aviation will help change life on the re- at Ascension Island, 700 nm to the northeast. mote British outpost of St. Helena. Construction of the airport facilities, runway terminals E For decades, the routine on the South Atlantic island and ancillary buildings has been relatively straightforward, has been on a three-week cycle, dependent on the comings but preparing the ground for its construction has been a and goings of a mail ship, the RMS St. Helena that brings feat. The airport is sited on the east side of the island, on supplies and visitors from Cape Town, South Africa. Prosperous Bay Plain, an arid landscape formed by lava But the opening of the island’s first airport in early fl ows. South African contractor Basil Read fi rst had to in- 2016—at a cost of £201.5 million ($300.2 million) financed stall a dock for its ship in order to deliver the equipment by the British government—will open St. Helena to tour- needed for the construction work, before building or re- ism and, it hopes, set the island on a course to self-sus- building 40 km of access road to the airport site. In order tainability. to get the runway to its full length of 1,850 meters (5,100 In preparation for the airport’s opening, the island’s gov- ft.)—a declared landing distance of 1,550 meters—engineers ernment is expected to announce by the end of March the had to fi ll in part of a valley, in a project called the dry gut, winning proposal for a subsidized weekly fl ight using a 120- which involved moving eight million cubic meters of earth seat aircraft. The operation would connect the island with to add to the runway platform. This has resulted in steep a hub such as Cape Town or Johannesburg, which are 1,700 sides at the southern end of the runway, necessitating the and 2,000 nm away, respectively. installation of Runway End Safety Areas. “Airlines and operators are now becoming aware there is Once complete, the airport will be able to handle aircraft something happening in the South Atlantic,” airport project up to the size of a Boeing 757-200 or Lockheed L-100-30 Her- director Janet Lawrence tells Aviation Week. “There is a cules, although such aircraft will be payload-restricted on growing interest from airlines, and we are regularly receiv- departure. ing requests about the planned price of aviation fuel and the Emergency facilities are also being strengthened, with the other facilities we have here.” island carrying out its fi rst emergency exercises to test the With the opening of the airport, sea access using the RMS response to a major incident such as an aircraft accident. St. Helena will terminate in July 2016. Flights to the island The certifi cation process will begin later this year. Air Safety from Africa will be subject to 90-min. extended-range op- Support International, a subsidiary of the U.K. Civil Avia- eration regulations. The ultimate aim is to make the service tion Authority, will act as regulator for St. Helena as it does sustainable through tourism without the need for subsidies. for other U.K. overseas territories. Part of the certifi cation It is currently a fi ve-day voyage from Cape Town by ship, process will include using Honeywell’s Smart Path Ground and just few thousand tourists are currently able to make Based Augmentation System, which will allow for a series of the trip each year, arriving on yachts or the cruise ships that curved approach paths to be developed for the airport. The occasionally visit the island or on the regular charter ship system will be installed during the second quarter of 2015 in from Cape Town. time for navigation-aid calibration fl ights due to take place With the establishment of an air service, travel times this coming July. from the U.K. will be shortened to two days from one week, The calibration aircraft will be the fi rst to land at St. Hel- making a visit more attractive to a wider market. Indeed, ena, and the spectacle is likely to be something of a crowd- the St. Helena government is confi dent the island can be- puller for islanders. c

Millions of cubic meters of earth were moved to create a platform for the runway at St. Helena, with the ﬁ rst aircraft due to land this July.

WorldMags.net REMI BRUNETON 36 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.netgeared turbofan during post-maintenance ground testing. Making Pace Testing has passed the 1,000-flight mark and “we’ve flown 25 hr. already in March, and that’s excluding the CS300,” Rob Larger CSeries test aircraft will Dewar, Bombardier vice president and CSeries general manager, tells Aviation Week. also support certification Initial results suggest Bombardier may be able to reduce the flight testing required to certify the CS300 because of its of initial CS100 variant similarity to the CS100. “We chose to start tests with the lon- Graham Warwick Washington gest flights we have so that if the results are favorable relative to the CS100, we can reduce a lot of testing,” he says. ombardier’s first CS300 has joined a CSeries test pro- “Handling on the first flight was absolutely identical to the gram now racking up flights at a rate the manufacturer 100,” Dewar notes, quoting pilot-in-command for the CS300 Bsays keeps the all-new airliner on track for entry into flight Andy Litavniks, who was co-pilot for the first CS100 service (EIS) toward the end of this year. Certification of the flight in September 2013 and has a “couple of hundred hours” 135-seat CS300 is expected about six months after approval on the aircraft. “He did not see any diferences, so we may of the initial 110-seat CS100. have a smaller test program than we planned,” Dewar says. In addition to unique testing required for the stretched Since initial results look good, Dewar plans “to put the 300s variant, two CS300 test aircraft will conduct trials to support to work to help out the 100, as many of the systems are identi- certification of the basic design, augmenting flying by five test cal,” he says. “But we will keep the accounting separate, and CS100s and the first production aircraft, which will be used those tests that are dedicated to the 100 will count against the for final FAA function and reliability testing. 100’s certification target.” The first CS300, flight test vehicle (FTV) 7, made a 4-hr., Otherwise, the two test CS300s will focus on those aspects 58-min. maiden flight from Mirabel, Quebec, on Feb. 27. The of the aircraft that are diferent from the CS100. “All the sys- aircraft and systems performed as expected, and with no post- tems are identical part numbers except the brakes, fire extin- flight modifications required, according to Bombardier, the guishers because of the longer cargo bays, and longer wiring aircraft was back in the air on March 3. harnesses,” says Dewar. The CS300 is 12 ft. longer than the Maintaining a fast pace in flight tests is critical to meet- CS100. “The only systems tests required are related to the ing Bombardier’s commitment to begin CS100 deliveries diferences.” this year after the 100-day grounding that followed the May They will include cabin temperature pull-down/pull-up 2014 uncontained failure of a Pratt & Whitney PW1500G and smoke evacuation tests. The second CS300 test aircraft,

WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 37 COMMERCIAL AVIATION

FTV8, will be equippedWorldMags.net with an interior. “We originally planned pretty good. We are quieter than the Q400.” Being as quiet passenger evacuation tests but, based on the CS100 tests, we as the Bombardier regional turboprop is critical to at least don’t think they will be required,” he says. one CS100 customer, Porter Airlines, which operates out of Taking advantage of the work already completed on the Toronto’s downtown island airport. CS100, the CS300 entered flight testing in the latest build stan- With flight tests racking up, attention is turning to entry dard. “We have six build standards, mostly related to software, into service and Dewar holds daily meetings to track reliability and FTV7 flew in Build 5, which is EIS-ready,” says Dewar, add- and dispatch issues. “It is critical to identify and resolve these ing the final Build 6 will incorporate any changes that emerge in flight test,” he says. “The test aircraft are averaging 98.5% from the remaining tests. One of the CS100s, FTV3, is also at dispatch reliability, which is a record for us in flight test.” Build 5, along with the first production CSeries, P1, which is of Ground tests and aircraft upgrades performed while the the assembly line in Mirabel and scheduled to fly this summer. fleet was grounded last year have helped increase maturity. CS300 flight testing has begun with the fly-by-wire flight “The extra four months have helped,” admits Dewar. Malmo control system in back-up direct mode, without envelope pro- Aviation stepped down as the planned launch operator of the tection, but will switch to normal mode shortly, says Dewar, CS100 last year, citing the potential for further delays, but adding that CS100 test aircraft always fly in normal mode. Bombardier is now “working with a couple of operators” on “First, we have to go to the more extreme parts of the flight the pilot and maintenance training, manuals and spares pro- envelope in direct mode, then we can move into normal mode.” visioning required for service entry.

The second CS300 test aircraft, FTV8, will ﬂy later this year and focus on testing interior changes from the CS100. The longer CS300 can seat up to 160 passengers.

BOMBARDIER While FTV1, 3 and 4 were relocated to Wichita to take ad- As for production, Dewar says the CSeries is now being built vantage of better winter weather, the two test CS300s are “in position,” as planned, with no traveled work. This includes planned to remain in Mirabel. “We are over the worst of the the three aircraft on the final-assembly line in the new building weather and plan on keeping them here,” he says. The final at Mirabel: second CS300 test aircraft FTV8 and production CS100 test aircraft, FTV5, is scheduled to fly this month CS100s P2 and P3. Fuselage work that was moved to Bom- and will be based at Mirabel. FTV5 is the first CSeries to be bardier plants for the initial aircraft is now back in place with equipped with an interior. SACC in Shenyang, China, he says. As for the CS100, “80% of high-risk tests are completed,” To stabilize the front end of production, Bombardier is says Dewar. “We have finished all stall tests, with and without building the first block of five production CSeries in a single ice shapes, and meet all stall performance requirements. We configuration and the second block of five in a diferent “but have done engine relights—up to 24-26 per flight—with favor- very similar” configuration. However, Dewar says Bombar- able results. We have done evacuation tests, all development dier has strived for a modular, track-mounted, “plug-and-play” tests for the brakes and preliminary noise measurements.” interior configuration to avoid major customization. “All the Still ahead is runway performance testing, to confirm mini- customers so far are inside the box,” he says. mum unstick speed, which is planned for the spring in Salina, Bombardier in February revealed projected CSeries devel- Kansas. Also to come is final certification of the brakes and opment costs now total $5.4 billion, up from the original $3.4 runway water-ingestion testing. FTV2 has been configured billion, in part because of last year’s grounding. Dewar says for natural icing tests and Bombardier is waiting for the right earned value—the credit accrued for hours flown—is slightly conditions. “We are holding schedule. The best time is the fall ahead of plan. But in the new development cost estimate, “we or the spring, and the best conditions should be toward the end took a bit of margin—you can imagine there is not a big ap- of March and into April. We are ready now,” he says. petite to go back and ask for more money,” he says. Aircraft FTV4 has completed cruise performance testing, In the face of liquidity concerns caused by higher product and results are “on track with or slightly better than” pre- development costs and lower free cash flow, the Canadian man- dictions, says Dewar. Test vehicles are usually heavier than ufacturer in late February raised $868 million in new equity. production aircraft, but the CSeries FTVs “are in pretty good This was more than 40% of the $600 million originally outlined shape,” he notes, adding that “payload/range of the aircraft is under a new financing plan unveiled last month. Bombardier better than brochure.” has also announced plans to raise $2.25 billion in new debt, up Development tests to measure airport noise show the air- from the $1.5 billion outlined in early February. Citing the in- craft “is about 1 dB better than predicted,” he says. “Two mea- creased liquidity, and progress in CSeries flight testing, analysts surement points are better and one is slightly worse, which is have improved their outlook for the company. c WorldMags.net 38 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY WorldMags.net

EDITION

SAFETY Knowing What’s Next Managing Risk, Predicting Maintenance MRO4

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Visit DTOMROservices.com or call +1-404-773-5192 to contact us. WorldMags.net MRO Edition MAINTENANCE CHECK Contents WorldMags.net SAFETY MRO4 Meaningful Metrics Operators, MROs ramping up data analysis Maintenance MRO6 Safety Assurance American Airlines’ Callie Manpower Choat talks about risk Schools were not teaching management Shortage? what we needed students MRO9 Compliance Considerations Alternative means for hat is the aerospace to know. complying with industry doing to airworthiness directives Waddress the looming shortage of qualified aviation MRO9 mechanics and engineers? Is activity more focused on words or action? In an IdeaXchange blog on AviationWeek.com, Brett Levanto, the Aeronautical Repair Station Association’s (ARSA) director of operations, stressed: “We’ve got gaps to fill, but well-trained men and women are taking their talents elsewhere.” OPERATIONS He points to an Aviation Technician high school students, with later invita- Education Council (ATEC) survey that tions to their parents to see what kinds MRO12 Sizing Up Service shows one-quarter of aviation mainte- of activities their kids perform. By 12th AAR Chairman and CEO David Storch reveals the nance training school graduates accept grade, Blakely says, Haeco ofers paid thought process behind jobs outside the field. Why? Many rea- internships, after which students at- transforming the aviation sons are cited: everything from wages tend a community college to gain an services business to more opportunities in other fields that associate’s degree and an airframe and require mechanical and electrical skills. powerplant (A&P) license. By the time INFORMATION TECHNOLOGY ARSA and ATEC conducted a study they are 25, they can make $50,000 MRO14 Better Connections in late 2014 that found the U.S. govern- a year. In 2014, 52 students served as New ways to transmit aircraft ment supply and demand statistics for job shadowers, interns or co-ops, and data cheaper than ACARS the MRO workforce “can’t be accurate- Haeco Americas plans to increase that ly observed,” which makes it tough to number this year, says Blakely. ENGINE ANALYSIS ascertain the problem. However, at That’s laying out a clear message MRO15 PW4000: least in the U.S., inconsistent employ- and backing it with action. A Valuable Engine Market ment trends exist between regions, the If your company works with local Competitive MRO market for study found. A&P schools, see if it is interested in an engine family that could Haeco Americas (formerly Timco participating in the Aerospace Mainte- generate 2,730 shop visits Aviation Services) has tackled the nance Competition, which will be held in 2015-19 workforce issue locally and achieved in conjunction with Aviation Week’s great success. big MRO Americas Conference & A few years ago, Haeco Americas Exhibition April 14-16 in Miami. It’s a found that “schools were not teaching great way to engage A&Ps. what we needed students to know,” Speaking of engagement, when I says Kip Blakely, vice president of spoke with AAR Corp. Chairman and industry and government relations. CEO David Storch, he stressed that So at the time, Timco, Honda Air- AAR tries hard to provide good op- MR15 craft and B/E Aerospace formed a portunities for its workforce. It must local aviation council in Greensboro, succeed because the company has a SAFETY & REGULATORY North Carolina, and started working low employee turnover rate (see page MRO12). MRO16 Staffing Up with area middle and high schools and community colleges. Look at the company’s two pillars: MRO17 True Grit Haeco takes a hands-on approach innovation and execution—each of and visits middle schools to help stu- which is necessary for success. c MRO LINKS dents with geometry problems and MRO18 Safety Protocol to promulgate science, technology, —Lee Ann Shay engineering and math education. It The next issue of the MRO Edition engages with aviation academies and Keep up with Shay on MRO’s will be dated April 13-26. charter schools. It is hosting its sixth, blog: AviationWeek.com/mro five-week job-shadowing program for and on Twitter: @AvWeekLeeAnn WorldMags.net AviationWeek.com/MROedition AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 MRO3 MRO Edition SAFETY

WorldMags.netAAR CORP. tomer for the streaming service. The vendor has upgraded its QARs so they can use cellular networks as well as Wi-Fi, meaning data can be of oaded at any station, though the carrier plans to start by outfi tting its fi ve main stations with Wi-Fi. “The data transfer is transparent to the crew and engineers and provides us with AAR’s Miami facility the ability to monitor the fl ight is participating in the data in our Flight Operations FAA’s SMS pilot program. Quality Assurance program, which will lead to continuing Meaningful safety benefits,” says Mike Wood, FlyBe’s fl ight operations director. “Spare [onboard wireless network] Metrics capacity will also be used to enhance the operational product, which will Operators, MROs ramping up data analysis further improve the service which we of er to our passengers.” Sean Broderick Washington For MRO providers, data collection and analysis programs are similarly s regulators continue their shift to risk-based oversight valuable, but often more complicated. While operators have a single entity driven by data collection and analysis, many operators and with perhaps a few fl eet types to focus A maintenance providers are several steps ahead, using data on, many MROs have myriad custom- to boost ef ciency and spot issues before they become problems. ers and locations and, in most cases, are following customized programs for In the U.S., the FAA gave airlines bardier Q400s with Avonica routers and each. This leads to data programs be- until March 2018 to implement long- QARs, and set up Wi-Fi networks at fi ve ing more internally focused. planned safety management systems main bases. Equipped aircraft would The FAA is pushing to change that. (SMS), including data monitoring. But transmit data to the airline’s servers Recognizing the value of voluntary most carriers already collect and share each time they passed through one of data-sharing programs, the agency’s top data through a Flight Operations Qual- the bases. FlyBe soon realized that hav- safety of cial a year ago publicly called ity Assurance (FOQA) or other fl ight ing performance parameters could help on MROs to begin feeding data into data monitoring (FDM) system. The their technical services team trouble- them. Peggy Gilligan, FAA’s associate real opportunity is leveraging such shoot problems more quickly and accu- administrator of Aviation Safety, noted programs as more than safety-im- rately, which translated into safely keep- that out of 108 Aviation Safety Action provement tools, says Raul Segredo, ing aircraft in service without resorting Program participants, only 10 were re- president of avionics supplier Avionica. to costly manual inspections. pair stations. The U.S.’s highest-profi le “Our customers find good return In one case, a FlyBe Q400 touched program, Aviation Safety Information on investment for FOQA or FDM, re- down hard enough to jar the passenger Analysis and Sharing (ASIAS), had no gardless of mandates,” says Segredo, oxygen masks from the ceiling, and the MRO providers among 80 contributors. whose company has sold more than fl ight crew dutifully wrote it up as a pos- That changed soon after Gilligan’s 7,000 quick-access recorders (QAR) sible hard landing. Normally, the aircraft public appeal. AAR Corp. and Haeco that support FDM ef orts. “At fi rst it would be pulled from service and given a Americas—formerly Timco—became seems like a burden, and the benefi ts once-over by mechanics with input from the fi rst two MRO providers to com- are perhaps not obvious, but once you the manufacturer. But this aircraft was mit to contributing data to ASIAS, an get it right, you’re saving money.” equipped to of oad data automatically, eight-year-old program that aggre- Segredo points to FlyBe as an ex- and FlyBe got to work. Examining a gates data from about 185 sources. ample. The carrier needs an FDM number of parameters, such as the de- “We’ve always shared between our program to comply with European Avi- scent rate, the airline determined the facilities,” says Art Smith, AAR’s vice ation Safety Agency (EASA) regula- incident was not a hard landing. Bom- president and chief quality of cer. “If tions. But instead of settling for a base- badier concurred, and the aircraft was we can share among industry, we’re line program where data is of oaded soon back in service, sparing FlyBe the much safer, because we’re learning at a few times per month at most, FlyBe cost of ferrying a replacement aircraft pinch points, rather than choke points.” decided to see what benefi ts could be and mechanics to the scene. Smith also cited the benefi t among its realized by pulling data more often. The successful trials convinced FlyBe customers. All of its U.S.-based custom- The carrier outfi tted some of its Bom- to sign on as Avonica’s fi rst airline cus- ers have FOQA programs. “They are WorldMags.net MRO4 AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 AviationWeek.com/MROedition WorldMags.net transparent with their safety issues, so software handles everything from data to a new source. One program that we want to be that way, too,” Smith says. employee self-disclosures to on-the-job has led to changes at AAR is participa- While U.S. MRO providers may injury reports. The system also folds tion in FAA’s Part 145 repair station SMS be under-represented in some data- in results from both internal and ex- pilot program. AAR’s Miami heavy main- sharing initiatives, many have well- ternal audits, such as FAA inspections, tenance facility is the ofcial participant, established internal data-collection to help paint a comprehensive picture. and works with FAA on developing doc- programs. AAR has been collecting AAR examines performance on a umentation and procedures that could diferent types of data for years. Some per-location basis, as well as across become part of an approved FAA SMS, of it, like service difculty reporting, the organization. This allows the com- if the agency develops an SMS mandate has always been shared, while other pany to zero in on issues that may be for repair stations. eforts are for internal use only. location-specific while also keeping an At the moment, the program is AAR has some 60 locations around eye out for broader trends. voluntary, but since other regulators, the world, including six heavy MRO fa- “They are looking within organiza- like EASA, are pushing on with SMS cilities in the U.S. Sharing information tions,” says Smith of the on-location requirements for MROs and most air- across these business lines is a key part managers, “and we are looking be- line operators have them, many repair of standardizing its services as much as tween organizations.” stations are developing them ahead of possible, under what the company calls The software also provides custom- an FAA mandate. its “1MRO” approach. It also helps the ized information in response to more “We’ve made changes to our re- company climb the learning curve more requests from customers. porting system based on what they’ve quickly. For instance, it shares issues “We had one customer that wanted learned in Miami,” Smith says, noting discovered—such as a challenge with a to know about the dirty dozen”—the 12 that AAR’s company-wide SMS pro- particular procedure on a certain model most common human factors-related gram is probably “85% developed,” aircraft—via Items for Attention dis- maintenance mistakes—“and which with the other 15% subject to details patches that go company-wide. ones of these [are] the biggest factors in a theoretical FAA rulemaking. c The company uses internally devel- in quality escape,” Smith says. “We can oped software to manage its reporting, do that with APRISe.” Gallery Review some FAA safety including its APRISe performance Smith says nothing has changed since tips for MRO facilities: reporting information system. The AAR joined ASIAS—it simply provides AviationWeek.com/HangarSafety

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To more confi dently and profi tably compete on a local or global scale, contact Mxi today. www.mxi.com WorldMags.net AviationWeek.com/MROedition AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 MRO5 MRO Edition FACE TO FACE WorldMags.net other elements so that now we look at CALLIE CHOAT how a change afects the aircraft, the employee, the customer, the brand, Choat is managing director for safety security, environmental, systems and assurance and environmental programs processes. We go beyond what is incorporated into SMS guidance to look at at American Airlines. Previous positions the risk to the company. at US Airways: director of safety assurance environmental programs and Can you speak specifically to how director of systems operation control. risk management is applied in Prior to joining US Airways in 2006, your maintenance operation? Choat was senior director systems It is no different from the opera- operation control for Spirit Airlines. tional side. We are trying to bring together two legacy carriers with difer- AMERICAN AIRLINES ent policies and practices. Regardless of whether it is operations, customer Safety Assurance service or maintenance, our biggest risk is how we manage change. How- Callie Choat, managing director safety assurance & environmental programs at Ameri- ever, one piece of Part 5 that isn’t de- can Airlines, directs the company’s safety assurance programs, which include internal fined is how we manage risk with our evaluation, code-share surveillance, and Safety Management Systems, hazardous mate- vendors. The way we are approach- rials/dangerous goods and environmental and sustainability programs. She previously ing that is to educate them on SMS, held positions at US Airways as director of safety assurance environmental programs promote safety reporting, plus we use and director of systems operation control. In February, Contributing Editor Heather our safety-assurance principles that in- Baldwin spoke with Choat from her Dallas ofce about safety risk-management at the clude auditing and reporting to ensure new American. they run a safe operation.

AW&ST: What are American’s our scope to include hazardous mate- What tools are you using to man- core safety risk-management rials and environmental compliance. age risk throughout the company? principles? We wanted to look at our operation as As part of our risk-management a whole and ensure that everything we processes, we have several items in our Choat: Our methodologies for manag- do to get the planes in the sky is the saf- toolkit. One is our risk matrix with lev- ing risk are in line with SMS: Identify est it can possibly be. els of severity and assessment of risk. the hazard, assess the risk, analyze We also use several risk worksheets, the risk and mitigate the risk. Our How did you go about merging the an event risk-classiﬁcation sheet for principles are about fostering com- safety risk-management eforts of reactive events, and a risk-manage- munications between departments American and US Airways? ment worksheet for proactive, predic- and eliminating the silos. We share in- tive changes. formation across all the departments We already had been sharing a lot of One of the most important parts of and make sure each department has information as part of industry eforts risk management is system and task the time and ability, using our safety to continue improving safety. Where analysis or system description. What risk-management principles, to assess there were differences, we looked at am I doing today? What am I doing how a change will afect them. how they did it, how we did it, and we tomorrow? Am I enhancing controls blended the two approaches using best and reducing risk? On the proactive How do these principles difer practices. One of the key differences side, we look at: How is what I am from the ones used prior to the we discovered was that the US Air- doing today going to afect me tomor- integration of the airlines? ways risk matrix was more focused on row? We also have a reactive element: operational considerations, not on dol- Why did that occur? A reactive risk On the whole, they are no diferent. lars: How did a change impact custom- assessment, based on the event as it Everyone has always had risk-manage- ers and the operation? On the American occurred, helps the organization to ment processes in place even before side, there were dollars associated with understand the effectiveness of our SMS was standard. Working with the levels of risk. American also looked at risk controls and the remaining safety FAA, we spent a lot of time harmonizing branding, evaluating how a change im- margin that exists between the event safety management across all Part 121 pacted its brand or name. as it occurred and the credible esca- carriers, so the programs were pretty By sitting down and putting it to- lated outcome. similar. One of the big diferences is that gether, we wound up removing the We manage all of this through formal we took it a little further than the FAA dollars portion from the risk matrix standardized data analysis groups and SMS pilot project. We expanded the because safety isn’t about dollars; it’s standards boards for each operational scope to include security, which wasn’t about the impact of a change. We then area. Currently, we are centralizing all required by SMS. We also expanded expanded the risk matrix to blend our tools onto one SMS platform. The WorldMags.net MRO6 AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 AviationWeek.com/MROedition WorldMags.net

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WorldMags.netto the business or brand. tool incorporates all risk assessments We wound up removing the dollars A hazard could be less and documentation. than an accident to an portion from the risk matrix aircraft but could still How would you characterize the afect the employee, the role safety risk-management because safety isn’t about dollars; customer or how we do is playing at the new American business. We had to re- versus at the individual carriers it’s about the impact of a change. ally communicate that before integration? across the organization. Going forward, our Today, we have robust risk manage- single safety risk assessment. It is a final greatest challenge is continuing to ment at every level of the organiza- QA look at a change to ensure that yes, embed the foundation and principles tion. We have done more than 1,700 we have identified the risk and planned of SMS into every fiber of this com- risk assessments and trained more for it. If a change doesn’t introduce any pany so that our 100,000 employees than 650 people to do risk manage- hazards, it goes through the operational know how they contribute and what ment. Before, there were people standards boards with a final QA by their role is in SMS. People think: trained at both airlines but it was a corporate SMS level, which includes a 1,700 risk assessments and we’re much smaller group. At US Airways, manager and two specialists who review done. But we aren’t. We want to be we had about 20 people trained to it to assure the assessment is accurate. an industry leader in promoting facilitate risk assessments across all SMS and looking for new and better organizations. American had about 40 What have been your greatest ways to report information. We want people. So we have really been able to challenges so far? to keep developing the risk index at expand the scope. individual departments to continue One of the boards we put together for People were having trouble diferenti- improving the overall health of the the merger is the Single Operating Cer- ating between a hazard and a risk. There company. We feel so good about where tificate Safety Review Board, the SSRB, is an industry-wide definition of hazard, we are with SMS, but we aren’t done. which includes all our principles. Every but American’s is broader: It’s anything It is something we will continue to do change that introduces a hazard comes that could cause injury, death, damage, and continue to promote throughout through this board and they read every disruption, regulatory deviation or harm the operation. c HONEYCOMB MACHINED HONEYCOMB SANDWICH PANELS DETAILED PANELS CARGO LINERS SPECIALTY LAMINATES

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The Gill Corporation International Headquarters 4056 Easy Street • El Monte, CA 91731 USA Phone: 626-443-4022 • FAX: 626-350-5880 www.thegillcorp.com • Email: [email protected] WorldMags.net MRO8 AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 AviationWeek.com/MROedition WESTJET WorldMags.netEirtech Aviation developed an AMOC for an airworthiness directive for WestJet on its Boeing 737NG advanced warning cabin- pressurization system. The AMOC avoided Junction 46, which saved the time and costs of associated systems-testing.

goes out as a notice of proposed rulemaking (NPRM). “The FAA may then insert some changes into the fi nal rule; but sometimes not, as in the case of an Compliance emergency AD that’s rushed into ef ect.” Hazlet warns that if the carrier is considering an AMOC,” it has to be Considerations prepared to support its position with very strong and detailed technical data. Alternative methods of compliance “You have to be able to demonstrate, conclusively, that your pro- for airworthiness directives posed AMOC will maintain the integrity of what the AD is intended Paul Seidenman and David J. Spanovich San Francisco to address or repair,” he says. “In some cases, in order to do this, the hen an airworthiness direc- OEM service bulletin (SB). However, airline may have to engage the ser- tive (AD) is released, it speci- the AD compliance method could sim- vices of a designated engineering Wfies the steps that must be ply reference the aircraft maintenance representative [DER], a designated followed in order to comply with it. In manual for a relatively simple process, airworthiness representative [DAR], some cases, however, an airline engi- such as disconnecting a lavatory light. or someone else with the appropriate neering staf or MRO provider might MacLeod points out that the FAA engineering expertise. Typically, large opt to comply using an alternative is supposed to determine the cost of airlines have the engineering capabil- method of compliance (AMOC). following the compliance procedure ity in-house, but the smaller operators “An AMOC gives the airline a choice,” the AD has established. “If the opera- do not. And the outside experts don’t states Andrew Richardson, sales director determines that another method work for nothing.” tor of Shannon-headquartered Eirtech is more cost-ef ective, and wishes to The AD AMOC process requires Aviation. “It may be economically more perform dif erently anything contained best practices, which means doing interesting to of er an AMOC to save in the referenced document, it must your homework. “A good place to downtime, costs, and complexity—pro- obtain an AMOC approval from the start is Title 14 of the Code of Federal viding there are suf cient numbers of FAA,” she notes. Regulations—specifi cally 14 CFR39.19 aircraft fl ying, or the development costs John Hazlet, vice president of the Hy- That’s what codifi es the ability to pur- versus return make sense.” annis, Massachusetts-based Regional sue an AMOC.” Both the U.S. FAA and Europe’s Air Cargo Carriers Association (Racca), He also advises reading FAA Order EASA may allow the operator to pur- explains that an AD AMOC solution is Number 8110.103A. “This is AMOC 101, sue an AMOC, as long as it results in (normally) pursued because it “is more a textbook on what’s required to devel- the same level of safety required to economical, less time-consuming or op and submit an AMOC application.” satisfy the AD’s requirements. better-suited to the manpower, facili- Hazlet recommends reading through “The evolution of ADs is from ‘re- ties, parts and materials available to the AD, paying particular attention to move this part from your aircraft’ to get the work done.” He adds that an the end of the document, which speci- telling the owner/operator exactly how AMOC could also be more appropriate fi es all the methods of compliance, the to remove the part,” says Sarah Mac- for the airline’s fl eet mix. “If the AD is FAA’s willingness to allow an AMOC, Leod, executive director of the Aero- targeting some article used on Boeings, and the name of an FAA representative nautical Repair Station Association Airbuses, and Douglas airplanes, and to contact with questions. (ARSA) in Washington. the AD was written by someone who Because of OEM involvement in pro- In most cases, the FAA and EASA was mostly Boeing-literate, there might ducing the documentation referenced task the design approval-holder—usu- be an easier way to access that article in the AD, there’s a question about ally the type or supplemental type cer- or accomplish the work on an Airbus to what degree the OEM will assist a tifi cate (STC)-holder—to develop a fi x, or Douglas product that produces the company with an AMOC. That, says once an unsafe condition has been de- same result.” Hazlet, depends on the vendor. “They termined. The aircraft manufacturer Issues like this, says Hazlet, are of- may provide a substantial amount of will then tap its supplier(s) to develop ten addressed by operators or OEMs data, while others will not discuss it. that fi x, which is usually issued as an who submit comments when the AD And some will help, but will bill the WorldMags.net AviationWeek.com/MROedition AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 MRO9 MRO Edition SAFETY customer for expenses,WorldMags.net such as en- OEM, if the OEM has the AMOC au- while in the second step, the compli- gineering time. If you can’t get OEM thority from the FAA for the required ance options are assessed. cooperation, it’s best to seek the advice solution. Most ADs are based on one “Then you need to assure that of a DER or DAR.” or more OEM service bulletins, incor- whatever options are selected, you Kent Horton, director of aircraft engi- porating the compliance procedures, will come out with the equivalent lev- neering for Southwest Airlines, reports and the FAA will direct you to them.” el of safety—and [that] you have the his company makes about “a couple He adds that in some cases, the OEM ability to accomplish that,” Horton dozen AMOC applications per year,” will have already approached the FAA notes. “All parties need to focus on mostly due to variations in the aircraft with an AMOC in the form of a service the key safety aspects, as well as the confi guration from that anticipated in bulletin revision. details with regard to accomplish- the AD documentation. ing the task. This requires excellent “These variations in communication among the airline, configuration—from that anticipated in the AD man- Empire Airlines applied for an AMOC dated documentation— with an airworthiness directive for create a situation where replacement of the ATR 72 pitot there is an inability to ex- probe current sensors, because the ecute the AD precisely as original OEM service bulletin was no written. Often, alternative longer available at the time Empire procedures for gaining ac- Airlines scheduled the replacement cess are needed due to the work. The FAA approved the applica- confi guration being dif er- tion, based on a revised manufac- ent than expected.” In fact, says Horton, turer’s service bulletin. most of Southwest’s AD AMOC applications per- EMPIRE AIRLINES the OEM, the FAA, and, when ap- tain to inspection techniques for Horton points out that a majority propriate, the MRO.” parts that cannot easily be removed of Southwest’s heavy inspections are While costs are also considered, for inspection on a workbench, given outsourced to independent MROs. “If Horton stresses that they are “not structural barriers. “In those cases, there is an AD compliance issue dis- weighted that heavily” when select- we may propose an AMOC that will covered at the MRO level, they will no- ing AD compliance options. “Cost allow a visual inspection of the part tify us, and at that point, we handle it. estimates are often included in the at more frequent intervals, rather We then go through a very structured NPRM process leading up to the air- than pulling it for non-destructive process to develop an AMOC.” worthiness directive issuance. Stake- inspection.” The first step, he explains, is the holders will often provide comments “When we begin the AMOC process, “discovery ef ort” which means “un- and additional information regarding we will either petition the FAA directly, derstanding the true nature and de- costs as part of the NPRM process.” or we will do so through the airframe tails of the system configuration,” Eirtech Aviation’s Richardson ad- AMOC APPLICATION 101

he FAA and EASA each have very specifi c rules regarding the responsible ACO fi nds the application and data acceptable Tapplications for an airworthiness directive (AD) alternative in complying with the AD. method of compliance (AMOC). The documentation requirements vary from AD to AD, based The FAA process begins with the applicant developing the on the applicant’s proposal. Testing may be mandated, although AD AMOC proposal, which is submitted with an application that is on a case-by-case basis. The FAA advises applicants to to the FAA Aircraft Certification Office (ACO) identified in coordinate early with the ACO to avoid delays resulting from ad- the AD. ditional data or document requests. The requirements for the applicant are spelled out in 14 CFR For large, complex AMOCs, the FAA may require the appli- Part 39, Section 39.19. The FAA staf responsible for AMOCs use cant to do a “certifi cation” project, and absolutely will require it Order 8110.103A (Change 1), which provides policy for working if the applicant wants to of er the AMOC for sale. with AMOC applicants. The order describes the steps in handling, The manager of the ACO that issued the AD has approval authority coordinating, approving and denying applications. for the AMOC, including requests for dif erent compliance times than The ACO aviation safety engineer (ASE) reviews the submit- those specifi ed in the AD if the AD pertains to a product manufactured ted data, and determines if it is adequate. Additional informa- in the U.S. If the AD is focused on a component manufactured outside tion may be requested to determine whether the request meets the U.S., AMOC approvals fall under the Standards Staf branch of one an acceptable level of safety. The AMOC may be approved once of the four FAA Aircraft Certifi cation Directorates. c WorldMags.net MRO10 AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 AviationWeek.com/MROedition vises that simplicity isWorldMags.net among the best “AD2008-13-19 paragraph (f)(2) re- to use Revision 2. In this case, because practices to control costs and down- quired replacement of the pitot probe Revision 1 was no longer available time. “Look at a solution from the current sensors on the ATR 72-212 in from the manufacturer,” says Mills. ground up, and try to keep it simple accordance with Avions de Transport The FAA was satisfied that use of and avoid any complicated areas,” he Regional (ATR) Service Bulletin ATR the later revision provided an accept- says, citing an AMOC recently devel- 72-30-1042, Revision 1, dated June 1, able level of safety since it accom- oped for Canadian carrier WestJet’s 2005. The AD itself, incorporating Re- plished the intent of the AD and ade- fleet of Boeing 737NGs, addressing an vision 1, did not become a final rule quately addressed the unsafe condition AD on the advanced warning cabin- until 2008. By the time accomplish- identified by the AD. “The benefit to us pressurization system. ment was possible, ATR 72-30-1042, in this case was obvious: The revision “Our AMOC totally avoided Junc- Revision 2, dated Jan. 15, 2009, had was our only available means to com- tion [J] 46. This not only saves time been issued. We requested an AMOC ply with the AD,” says Mills. c and costs, but avoids other systems going through J46 and associated testing. J46 is a point on the 737NB where a number of systems converge. If you efectively disconnect anything going through this junction or modify [it], all associated systems would need re- checking afterward.” Richard Mills, director of quality assurance for Hayden, Idaho-based Empire Airlines, says many of the company’s AMOCs have to do with paperwork driven by revisions to MAXIMIZE YOUR documents, such as the OEM service bulletins referenced in the ADs. “For example, let’s say an AD’s instructions FLIGHT TIME specify accomplishing a modification in accordance with manufacturer’s LOCTITE ® ready-to-use solutions service bulletin Revision 1,” he says. “The AD’s instructions might allow for composite repair the operator 2,000 flight hours or one year from its efective date to accomplish the AD, so the operator sched- ules accomplishment six months later. In the meantime, the manufacturer issues revision 2 with substantive changes to the accomplishment instructions. Consequently, the operator who is reviewing service bulletin revisions will choose to apply for an AMOC that will allow him to use the later revision.” As Mills explains, there have been times when the FAA has issued an NPRM for an AD with a long comment period, and by the time the final rule Henkel offers you innovative, composite repair solutions is published, the referenced service in ready-to-use packaging for your MRO requirements: bulletin has been revised. However, the FAA has not modified the text in > Bonding > Wet lay-up > Out-of-autoclave > Specialty repairs the published document to require accomplishment using that revised Contact us or our authorized global distribution network to find service bulletin. “This situation would out more about our off-the-shelf solutions. require applying for an AMOC.” Mills adds that if a service bulletin has been superseded—and the one referenced in the AD is no longer available—the operator has no option but to apply for an AMOC. He cites a case involving a member of the ATR family, of which Empire operates 31. www.henkel.com/aerospace WorldMags.net AviationWeek.com/MROedition AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 MRO11 MRO Edition OPERATIONS DAVID STORCH Joined AAR Corp. in 1979 with WorldMags.netresponsibility to develop the engine business and became Sizing Up Service president of AAR Trading AAR Chairman and CEO David Storch reveals the thought process behind Group in 1987. In 1989, he was changes underway at the successful aviation services business. Chief Editor- promoted to president and COO, MRO Lee Ann Shay interviewed him at AAR’s headquarters before the company followed by the additional role of CEO in 1996. announced plans to sell its cargo manufacturing businesses to TransDigm. Storch is only the second CEO since AAR was founded in 1955. He added the post of chairman AW&ST: What’s the split of your Are you happy with the in 2005. portfolio and how do you expect it ramp-up at the Lake to change over the next 3-5 years? Charles facility? million annual contract to procure Storch: AAR started in the parts It’s been slower than expected. When and manage parts. Do you expect business and over the years moved we took on that facility, A330 work more airlines to outsource ex- into maintenance and manufacturing. was underway. We retained that type pendables? Over time, we tried to build a company of MRO and recently captured more. that could weather diferent financial The new widebody hangar is booked This program is an extension of ways storms. At one point, 25% our revenues through the end of the fiscal year (May we can help airlines be more efcient— were from airlines—such as TWA and 31), but we still have capacity in our by managing their stafng and invento- Eastern—in bankruptcy. As we suc- other hangars. ry levels with somebody who specializes cessfully progressed through the 1990s, in this. It’s a low-margin activity but it’s along came 9/11, and we had pivoted our AAR recently was selected by a nice addition to our suite of solutions. business to many U.S. airlines that filed AMMROC to support its military I don’t think there’s a blanket solution for bankruptcy. As we came through the facility in Al Ain—and AAR is pro- for airlines. What we’re trying to do 9/11 aftermath, we felt that it was in our viding airlift in Africa. is to create a value proposition that is best interest to have a more diversified compelling, and the broader that solu- portfolio. We shifted to a blend of man- When you think of AAR defense, there tion set is, the better our chance to cap- ufacturing and services, domestic and are three buckets: things we manufacture more business—whether they need international, military and commercial ture (shelters, containers, pallets), and to source, procure, warehouse, manage activities. Before 9/11, 87% of our busi- that business has been soft. (AAR is obsolescence factors and or sell of what ness was with airlines, and now it’s 65% selling its cargo manufacturing busi- they don’t need. commercial and 35% military. ness to TransDigm for $725 million.) But the world landscape is diferent Airlift has been very strong—but is How long will it be before AAR today: Unlike prior decades and cycles, going through a period of transition. gets into full lifecycle support? U.S. commercial airlines are on a more It was heavily based on Afghanistan solid footing. You’ve seen us grow MRO activity before, which has diminished, We’re doing a fair amount of that al- activities, but so far they’re all North- but we’re still there. Now we’re seeing ready with Mesa’s Embraer 175s. Unit- American centric—so we have our activities in Africa that we didn’t see ed owns the aircraft but Mesa oper- sights on international growth. We’ve before—so we’re transitioning from ates the fleet. We have a maintenance expanded by taking advantage of cer- one area of high demand to another. agreement on the aircraft and a power tain dislocations; our first major move The piece of business I particu- by the hour agreement for the spare into MRO was United’s Indianapolis larly feel good about is supply chain. parts—so it’s pretty close. We don’t do facility; the next was taking on North- Military fleets are aging and budgets the APUs, engines or landing gear. west’s former facility in Duluth, Min- are shrinking, but aircraft have to be nesota, followed by the former EADS serviceable. While the U.S. military The MRO market is very fragment- facility in Louisiana. The latest is in the budget is declining, regions such as ed—is that part of the reason AAR state of Illinois, which has assisted us the Middle East have growing budgets created the 1MRO concept? to expand our operation into Rockford. and new fleets—including Saudi Ara- As time goes on, I think the U.S. carrier bia and the UAE. We haven’t had the The 1MRO goal is that an airline gets base will grow and we’ll be in a good success yet in Saudi Arabia that we’ve the same experience at any of our facili- position to capture that growth. had in the UAE, but I hope that success ties. Each unit will perform at high level isn’t too far of. and consistently. We have two company What’s your view of the widebody We view the Africa market opportu- pillars: innovation and execution. You market? nistically. On the commercial side, we need both, and Apple does really well won a 737NG component support con- with this. That’s how I’d like AAR to The labor rate gap around the world is tract with Kenya Airways and we’re shake out in aerospace—I want to be starting to close, especially in higher- looking at a few possibilities there— innovating and figuring out ways to help cost places like Shanghai and Hong but we’re just getting started. our customers be more competitive— Kong. I’m betting that I can create a giving them a great product and a great value proposition for airlines that will AAR started the consumables price, with a focus on safety of flight. If I encourage them to do work in the states. program with a U.S. major—a $48 achieve that, we have success. c WorldMags.net MRO12 AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 AviationWeek.com/MROedition WorldMags.net

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Dependable Services WorldMags.net MRO Edition INFORMATION TECHNOLOGY WorldMags.net Better Connections the many media that support ACARS. But the amount of data transmitted over ACARS is in tens of thousands New ways to transmit aircraft data are of kilobits, notes Peter Grogan, senior cheaper than ACARS director of GLOBALink Data Servic- es for Rockwell Collins. Maintenance data—in kilobytes to megabytes—is generally transmitted at the gate. Moreover, next-generation aircraft can be conﬁ gured with data requirements that strain ACARS capabilities.

JOEPREISAVIATION.NET Grogan says new solutions will be necessary, and harmonizing them will be an industry challenge. Fortunately, Boeing 787s, Airbus A380s and Airbus A350s can easily use broadband IP to transmit some data. Henry Canaday Washington Hawaiian Airlines uses tablets SITA is taking a more integrated ap- running WxOps software to collect proach to the challenge. It has formed verybody has been talking about data for real-time operations and a SITA OnAir business unit to combine it for years, and now it is fi nally maintenance control. SITA’s expertise in crew, operational, Estarting to happen. It, here, air traffic and maintenance connec- means connecting aircraft in flight hanced by more timely and accurate tions with OnAir tools for connecting with the ground in a truly robust fash- communication with the aircraft. “This passengers in the cabin to entertain- ion, enabling the massive amounts of new process gives the airline the ability ment and communications. data modern aircraft can generate to to modify fl ight paths and reduce costs Chief Strategy and Marketing Of cer reach the ground in time to improve after departure due to changing traf c Francois Rodriguez says connectivity is operations and assist timely mainte- control, weather hazards, fuel conser- due to boom for two reasons. First, new nance decisions ; for instance, by pre- vation and on-time performance.” aircraft like the 787 and A350 are gen- positioning skilled mechanics, materi- A massive amount of data will be erating huge amounts of operating data. als and tools at the gate before landing. transmitted, including maintenance- “It’s critical to get the data of en route,” Technologies certainly exist to ac- related data such as minimum equip- Rodriguez says. He believes ACARS is complish this, but the key has always ment lists, systems diagnostics and too expensive to transmit so much data been doing it economically for costs alerts. Hawaiian will use the data for en route, and downloading data at gates justifi ed by the payof s. Satellites and real-time operational and maintenance is too late for timely decisions. Internet Protocol (IP) communication control and many other purposes. Second, airlines are seeking Wi-Fi now offer more affordable communi- After launching the software with and Global System for Mobile Com- cation links. And if exchange of opera- Hawaiian, WxOPs plans to of er it to munications (GSM) connections for tional data can be combined with data other carriers. Hawaiian flies Boe- passenger entertainment and phone for passengers in the cabin, further ef- ing 717s, 767s and Airbus A330s, but usage. Satellite communication links to fi ciencies may result. But this is a young WxOPs can report whatever data is serve these needs open up “more pipes” fi eld, and there are several approaches generated by more modern models. for cockpit data, Rodriguez notes. A to achieving better connections. Peterlin says always-on IP and ex- combined solution to both cockpit and For example, WxOps will provide cellent data compression will deliver cabin needs will be more ef cient and Hawaiian Airlines with software to more timely data than traditional pose fewer implementation challenges massively increase the operational systems like ACARS, and the WxOPs for airlines. “We are putting together data it transmits and receives from its approach will integrate the data more an ecosystem for the airborne aircraft en route aircraft. Data sent every few thoroughly with the airline depart- and ground operations.” minutes will include position report- ments that use it, including operations SITA will use IP and other communi- ing, telemetry, aircraft-reported me- and maintenance. cation links to update weather, provide teorological data, fuel status, aircraft Installation of the system takes one fl ight tracking, support EFBs, report systems data and much more. to two weeks, and requires the airline defects and other critical operational WxOps’ software operates on tab- to have aircraft and ground control data, while OnAir links passengers to lets mounted in the cockpit, connected servers, satellite and cellular connec- the ground. Solutions will be scalable to an aircraft server and IP satellite tors and ARINC 429/717 connectors. and fi t any aircraft. Separate “vertical transceiver. The always-on transceiver Pressure for solutions like WxOps is solutions make airline life very dif cult,” communicates with Inmarsat satellites coming from new aircraft models and Rodriguez argues. “You end up with dif- worldwide. new data demands. Today, operation- ferent hardware, systems, spares and WxOps COO Albert Peterlin stress- al and maintenance data can be been training.” He says the combined system es that airline operations will be en- transmitted over GLOBALink through can be installed in 24 hours. c WorldMags.net MRO14 AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 AviationWeek.com/MROedition MRO Edition ENGINE ANALYSIS WorldMags.net pore Overhaul & Repair and president, PW4000: A Valuable UTC Aerospace Singapore. The market for PW4000 overhauls is not crowded, like that for narrow- Engine Market body engines such as the CFM56. But the PW4000 family powers widebod- MRO market competitive for engine family that ies flown by some of the world’s largest airlines, so in-house airline capacity is will generate 2,730 shop visits in 2015-19 substantial and often available to other carriers. For example, Air France Henry Canaday Washington KLM E&M supports the PW4000, and Lufthansa Technik and Delta TechOps overhaul the -94. Though not huge, this is a valuable business. MRO Prospector estimates that total maintenance spending per engine-year will average nearly $600,000 for the -94, $800,000 per The Pratt & Whitney PW4000 family will require 2,730 shop visits in the next five years. A PW4000- 100 Advantage 70 is shown here.

engine-year for the -100 and more than $1.7 million per engine-year for the -112. Actual costs will vary substantially, especially for overhauls. Kircher notes that overhauling a PW4000 can take a couple of weeks to several months, depending on the work-scope, model, PRATT & WHITNEY age and condition of the engine. s successor to Pratt & Whitney’s from 2015-19, MRO Prospector esti- Customizing work-scopes to fit each JT9D, Pratt’s PW4000 family mates. The peak years again are 2016 customer’s needs is probably most Apowers the Airbus A300, 310 and 2018, with nearly $2 billion of shop important for mature engines like the and A330, as well as Boeing 747-400, work done in each of these years. PW4000. Some aircraft and engines 767, 777, KC-46 and MD-11. Nearly 2,300 Pratt & Whitney Eagle Services may not need all the life that could be PW4000s are still in service this year; Asia is the OEM’s global center of ex- added by the fullest overhauls. But that is expected to decline slightly to 2,150 in 2019. Two-thirds are PW4000- 94s now, but this share will decline to Pratt & Whitney PW4000 Engine Family less than 60% in four years, as the -100 ENGINE THRUST AIRCRAFT ENTERED SERVICE becomes more important, while the -112 PW4000-94 52,000-62,000 lb. Boeing 747, 767 and 1987 stays fairly stable at about 330 engines. This is a mature family of engines; MD-11, Airbus A300/A310 they first operated in 1987, and the -112, PW4000-100 64,500-70,000 lb. Airbus A330 1994 designed for the 777, is its youngest PW4000-112 74,000-90,000 lb. Boeing 777 1995 model. As a whole, the PW4000 family Source: Pratt & Whitney will require a total of 2,730 shop visits in the five years from 2015-19, according to Aviation Week’s MRO Prospec- cellence for PW4000 engine overhauls. these engines still power some very tor. Activity will peak in 2016, with 573 Based in Singapore, Eagle Services valuable widebodies, and declining oil visits, and in 2018, with 595. Here too, can overhaul up to 300 jet engines an- prices may extend the lives of some the -94 dominates, with about 60% nually, or more than half the average older engines. of visits this year, declining to 56% in shop visits expected in the medium Access to used parts is especially 2019. The -100 and -112 split the re- term. In addition, “there are some important in economizing on repair mainder, with the -100 requiring more airline and third-party engine MRO costs for mature engines. As the OEM, than 600 visits over the period and the providers who possess capability for Pratt ofers a wide choice of new and -112 slightly less than 600 visits. the PW4000 with varying limita- used parts. But global MROs are also Expenditures on PW4000 overhauls tions,” acknowledges William Kircher, building up access to spare parts, using will total slightly more than $9 billion vice president, Pratt & Whitney Singa- tear-down facilities and other means. c WorldMags.net AviationWeek.com/MROedition AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 MRO15 MRO Edition Safety & Regulatory News WorldMags.netSEAN BRODERICK/AW&ST Washington Some of these demands are evolutionary, such as FAA Staffing Up adopting the widespread accep- The FAA’s fiscal year 2016 budget re- tance of data-driven risk man- quest reflects the agency’s challenging agement. The agency is lobby- reality of trying to do more with less. ing hard to expand participants Its overall request of $15.83 billion is a in voluntary data-aggregation slight decrease from what it ended up programs such as the Aviation with for 2015, but boosts funding for Safety Information Analysis and some high-profile programs, including Sharing Program. But making NextGen and maintenance of existing The FAA’s 2016 budget request, prudent use of that data requires air trafc control facilities. while an overall reduction from more FAA resources—a fact not lost Despite eforts to streamline certi- 2015’s level, includes funds for on industry, as it ponders whether to fication and safety surveillance eforts more safety inspectors and aircraft invest its own resources. with programs such as designees and certification engineers. Others, such as stafng up to add a risk-based safety oversight, the Ofce new class of aircraft—unmanned aeri- of Aviation Safety (AVS) is still in line “AVS forecasts the need for additional systems (UAS)—to the national air- for more resources. The agency’s of- al safety personnel to meet projected space system, are more revolutionary. ficial request would boost AVS pro- demands for industry oversight and “The AVS request also includes grammatic funding—money not tied certification services, while continuing funding to focus on oversight and to routine personnel expenses such to expand delegation responsibilities training for designee supervision- as pay raises and benefits—by $21.3 to designees,” the agency explained and the integration of manned and million over this year’s pot. The AVS in its budget request. “FAA/AVS fore- unmanned aircraft into the National budget request, which totals $1.26 bil- casts out-year growth in the demand Airspace System,” the FAA explains. lion or 3.3% above 2015, also asks for for the number of type certification “This stafng request is aligned with 85 new full-time-equivalent (FTE) design approvals required by appli- the forecasted stafng requirements stafers, mostly safety inspectors and cants, production certificates provided included in the AVS Workforce Plan.” engineers for both surveillance and to manufacturers and supplier control The budget request would push certification. audits conducted at manufacturers.” AVS’s total FTE staf to 7,246, adding

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WorldMags.net MRO16 AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 AviationWeek.com/MROedition NIGEL PREVITT/AW&ST WorldMags.netCorrosion that led this A330’s No. 2 engine to fail probably did 54 to surveillance and oversight, 29 to not involve volcanic ash, though investigators cannot rule it out. certiﬁcation and UAS integration and two to its SMS program. FAA’s overall request includes funds for 44,213 total “directly funded” FTEs—120 more than its enacted 2015 budget. c Sean Broderick/Washington

Europe Rolls-Royce examined in detail after concentrated and diffuse volcanic AAIB’s initial report was published. ash clouds has long been known, but True Grit “There was concern that these has been spotlighted in recent years Volcanic ash-related damage most deposits may have been volcanic in thanks in part to the 2010 Eyjafalla- likely did not contribute to the failure origin, in particular from the 2010 jokull eruption that shut down some of a Thomas Cook Airbus A330-200’s eruption of Eyjafallajokull in Iceland, European airspace. While concentrat- No. 2 engine at Manchester Airport in so additional forensic analysis was car- ed clouds are more dangerous, difuse June 2013, a U.K. Air Accidents Inves- ried out,” AAIB explains. clouds are problematic because they tigation Branch (AAIB) incident report The analysis “did not identify com- are hard to detect and often cause addendum says. pounds typically associated with volca- engine performance degradation and The incident took place as the A330 nic activity,” AAIB notes in its adden- irreversible aircraft damage. was rolling down Manchester’s Run- dum. “However, although an encounter The International Civil Aviation Or- way 23R during a scheduled departure with volcanic gaseous sulphur cannot ganization in 2012 published a guide for Punta Cana in the Dominican Re- be discounted it is concluded that the on flight safety and volcanic ash that public. At 105 kt, the aircraft suddenly deposits probably are an accumulation includes post-incident response guid- yawed to the right. The captain took of atmospheric dirt and pollutants.” ance. The AAIB report does not link control and aborted the takeof. The engine that failed had 5,200 cycles the A330’s flight history with a known Video of the incident shot by an since its last overhaul. volcanic ash cloud encounter. c onlooker showed a flash of flame and The importance of avoiding both Sean Broderick/Washington cloud of smoke exiting the engine’s exhaust, followed by the aircraft coming to a stop 22 sec. later. After pausing on the airfield to cool its brakes, the aircraft was cleared by emergency services to return to the terminal, where all 328 passengers and 11 crew disembarked. The investigation revealed that a high-pressure (HP) turbine blade detached just above its root fixing. Me- tallic debris from the detached blade started a chain reaction that damaged the intermediate- and low-pressure turbines and nozzles, which created more debris and ultimately the sei- zure of both the intermediate- and low-pressure spools. “Laboratory analysis of the frac- tured blade root found multiple crack initiation locations caused by Type 2 Sulphidation corrosion,” AAIB noted in its original incident report. The particular type of corrosion is caused by mixing high-temperature components with sulphur, which could come from fuel or airborne contaminants, including volcanic ash. In this case, the corrosion led to a crack subjected to high- cycle fatigue propagation. Further investigation of the blade noted “unidentified deposits,” which WorldMags.net AviationWeek.com/MROedition AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16 -29, 2015 MRO17 MRO Edition MRO LINKS SafetyWorldMags.net Protocol Regina Kenney Chicago

1. Fireﬁghting foam for MROs 4. Protect hands from splashes and spills

Company: Red Dog Services Company: Apollo Performance Gloves Product: Compressed-air foam system Product: Chemical-resistant gloves Specifications: It is a scary to think of Specifications: MRO facilities use many chemicals that fires breaking out in the workplace, es- can harm workers. The Quick Response (QR) chemical pecially in the aviation industry because gloves from Apollo are neoprene with flock lining and are of the volume of flammable chemicals that MRO professionals use. 30 mils thick. The gloves have been tested with more than 100 com- Choosing the correct products to extinguish fires quickly and efficiently mon industrial chemicals. They are resistant to cleaning chemicals, can be a life-or-death decision. The Suppressor 20 from Red Dog mild acids, caustics and many organic solvents including aliphatic Services is a compressed-air foam system with a 20-gal. solution tank hydrocarbons and fuel. The gloves include a QR code for easy ac- for extinguishing fires. About the size of a pickup-truck tool box, the sup- cess to chemical-resistance information and a low-odor formula so pressor delivers a stream of firefighting foam at a range of approximately they will not retain a strong chemical smell after use. 50 ft. The system is powered by an 80-cu.-ft., 2,200-psi. nitrogen cylin- www.apgloves.com der and does not require an outside energy source. It can generate up to LINK #1085 400 gal. of finished foam, depending on the solution. Freeze-protected foam can be used for cold climates. www.reddogservices.com 5. Secure your hazmat shipping LINK #1040 procedures

Company: BTA International 2. Three stages to better air quality Product: Containers for hazardous Company: A.J. Dralle materials Product: Aerospace filtration system Specifications: BTA provides tested Specifications: Aircraft repair can result in large amounts of dust and containers for shipping hazardous debris that is a potential hazard for mechanics. Having proper air filters materials on airliners and is focused on the aviation industry. These for a hangar is essential for keeping workers safe. The high-efficiency containers come with free test reports, where applicable, with every particulate air (HEPA)-XFP is a three-stage aerospace filtration system order. Containers range from those for oxygen cylinders to complex from A.J. Dralle that is designed for HEPA-required paint booth exhaust slides/rafts. BTA also offers customized solutions, with capabilities in systems using chromate formulations. The first stage of the HEPA- the design, quoting and delivery of proper packaging, based on the XFP is a multi-layered polestar media where the air enters. It is made component. of a mixture of densified fiber and is inkjet-printed for identification and www.ebta.net proper installation. The second stage consists of two layers of polyester LINK #1086 media that are sealed together; and the third stage features a six-pocket bag filter constructed using three plies of electrostatic media. There is no HEPA framework needed as the HEPA-XFP fits into standard three- 6. Spring-cleaning the MRO facility stage filtration frames. www.ajdrallefilters.com Company: Chappell Supply and Equipment LINK #1083 Product: Wet/dry vacuum Specifications: Keeping the workplace clean 3. MRO Hand protection decreases the numbers of trips and falls. Company: Aircraft Shop Supply The wet/dry vacuum cleaners from Chappell Product: Shoulder leather palm gloves Supply and Equipment contain two-stage Specifications: Aircraft Shop Supply’s leather palm blowers and a self-cooling motor. The vacuum’s exhaust air-ducting gloves are made of fabric, cowhide leather palms reduces the possibility of motor contamination by dirt or moisture. By and rubberized safety cuffs. They are available in assorted fabric colors. eliminating airborne particles through exhaust, the vacuum helps keep These gloves can be used for myriad tasks including abrasive applica- workplaces safe. Most of the vacuums have a decibel rating of 63.4 dba tions and assembly. to provide a quiet operation. www.145.aero www.chappellsupply.com LINK #1084 LINK #074

Enter Link # at www.AviationWeek.com/MROLinks for more information. WorldMags.net MRO18 aviation week & space technology MRO EDITION March 16 -29, 2015 AviationWeek.com/MROedition

7. Safer wires to eliminateWorldMags.net injury 9. Hybrid hangar of fabric and steel Company: Daniel’s Manufacturing Corp. Company: Legacy Building Solutions Product: Safe-T-Cable Product: Fabric aircraft hangars Specifications: Daniel’s Manufacturing designed the Safe-T-Cable to Specifications: Legacy’s fabric aircraft hangar features a translucent replace lockwire systems and improve the security of fasteners. The fabric roof with a steel frame. The structure is created using the same Safe-T-Cable is constructed of high tensile-strength stranded cable rigid frame technology as in steel hangars but with natural light due to and cable ends that are electrically fused to allow easy threading. The the fire-resistant fabric. These hangars accommodate heating, ventilation cable is pre-cut to various lengths and is lighter in weight than safety and air conditioning systems. The buildings can be constructed in about wire. This new cable eliminates injuries from sharp wire ends and half the time as traditional steel structures and be moved, expanded or reduces the risk of carpal-tunnel injuries. reduced as needed. They meet the safety standards for construction and www.dmctools.com fire protection set by the National Fire Protection Association. www.legacybuildingsolutions.com LINK #472 LINK #968

10. Decrease facility and aircraft damage 8. Storing and shipping oxygen cylinders Company: Mantec Services Company: HRD Aero Systems Product: Safety bumpers Product: Aer02case Specifications: Mantec specializes in designing and manufactur- Specifications: The Aer02case is an Air Transport Association (ATA) ing safety bumpers for the aerospace industry from a self-skinning container for oxygen cylinders and oxygen generators from HRD Aero polyurethane foam. This foam locks out moisture and features ultra- Systems. The containers are ATA/U.S. Transportation Department- violet and abrasion resistance, high tear strength, and resistance to approved and comply with the department’s regulation for transport- solvents and chemicals such as Skydrol. The bumpers are designed ing oxygen cylinders on aircraft, with the required thermal and fire to protect rigid parts, such as folly corners and lifts, from damaging aircraft and buildings. The material is designed to be nonconductive, protective packaging. HRD ships to distribution centers in the U.S., environmentally safe—without chlorofluorocarbons or volatile organic Singapore and Europe. compounds—and to meet fire-retardant specifications. www.hrd-aerosystems.com www.mantecservicesinc.com LINK #852 LINK #586

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WorldMags.net AviationWeek.com/MROedition aviation week & space technology MRO EDITION March 16 -29, 2015 MRO19 MRO Edition MRO LINKS SPOTLIGHTS ADVERTISING SECTION MRO Links is WorldMags.netan online service that connects buyers and sellers in the MRO industry. Go online at AviationWeek.com/MROLinks to browse hundreds of companies by service/product category or Links number attached to the featured products below. From the online platform you can see company description and contact information as well as request information from the company. To advertise in MRO Links, contact Beth Eddy at 561-279-4646 or [email protected].

Join us at Aviation Week’s MRO AMERICAS CONFERENCE & EXHIBITION on April 14-16 in Miami, Florida where you can connect with airlines, MROs, suppliers, OEMs, regulators and lessor and learn insights from thought leaders in the aviation maintenance industry.

May 5-6, 2015 October 13-15, 2015 UPCOMING MRO Links Shows: Budapest, Hungary London, UK

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AEROSAFE PRODUCTS INC AEROSPACE TESTING & PYROMETRY INC Aviation’s Green ChemicalsWorldMags.net BOOTH 3248 Proﬁ t From Our Knowledge BOOTH 3651 and Equipment Supplier Pyrometry services, cali- AeroSafe distributes bration of process & test environmentally friendly instruments, temperature aviation chemicals, uniformity surveys for equipment, and many thermal processing equip- other aviation products. ment, autoclaves, & cure The world’s most respected aircraft manufacturers ovens. Testing conforms and operators are our customers. Purogene, adhesive to AMS-2750E as well as removers, lubricants, ancillaries, and Engine Wash Units Client speciﬁ cations. Also are some of our products. provide training & consulting services for Pyrometry and Thermal Processing.

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BASF BF AEROSPACE BASF Aerospace MaterialsWorldMags.netInfl atables Emergency Equipment BOOTH 629 Repair Station Aerospace materials from BASF include a broad portfolio of products BF AEROSPACE is and technologies that can provide a global supplier of unique solutions across a wide range commercial aircraft parts of applications — cabin interiors, offering Rotables and structural & composite materials, Expendables, Asset & seating components, fuel & lubricant Repair Management solutions, coatings & specialty and Exchange/Lease pigments, as well as fl ame retardants programs. Our FAA and & fi re protection. EASA Accredited Repair Station specializing in Emergency Equipment, with OEM factory trained personnel and state of the art facility. Advanced Materials/Composites • Chemicals • Components • Connectors/Fasteners • www.aerospace.basf.com www.bfaerospace.com Fuel/Lubricants Link 316 Safety/Emergency Equipment Link 1063

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Brady’s Fluid Line Tape is With 30+ years as a leading designed for aircraft tubing Aviation specifi c supplier identifi cation. The subsurface of reliable and experienced printed, fl exible, transparent Engineers, Mechanics and polyester fi lm tape has heat Technicians, Chipton-Ross activated adhesive. The ad- delivers a multi-platform, hesive is resistant to fuels, oils FAA compliant workforce. and hydraulic fl uids. When the tape We are a trusted industry is applied, it can be repositioned due partner striving to exceed your expectations. to the low initial adhesion.

Asset Management • Hangars & Equipment • Manuals/ Airport Equipment & Services • Consulting Services • Repair Documentation/Records • Parts Manufacturer • www.bradyid.com Engineering • Recruitment/Contract Stafﬁ ng • www.chiptonross.com Safety/Emergency Equipment Link 1064 Third Party Maintenance Link 077

CHURCH & DWIGHT CO INC / ARMAKLEEN COMPANY CITY OF GOODYEAR ARMEX® Blast Media - Goodyear is Geared for Growth! BOOTH 3308 The MRO Abrasive Located in the nation’s Eliminate particle ingression #2 workforce market, Goodyear, Arizona is the with this water soluble baking 6th fastest growing city in soda based abrasive from the the U.S.. With more than ® makers of ARM & HAMMER 70 years of aviation tradition, products. Use safely on various Goodyear has great trans- components, even those portation assets, a low cost with complex surfaces and of doing business, and a passageways. Safe for sensitive high quality of life. Featuring substrates. No pitting, peening or crack closure. 300 acres of developable Excellent for NDT prep. land at Phoenix-Goodyear Airport, the aviation/aerospace industry is geared for growth in Goodyear, Arizona. Advanced Materials/Composites • Airframes • Chemicals • Cleaning • Military Maintenance • www.armex.com Avionics/Instruments • Parts Manufacturer • develop.goodyearaz.com Painting/Coatings • Tools Link 040 Supply Chain/Logistics Link 1065

Enter Link # at www.AviationWeek.com/MROLinks for more information WorldMags.net AviationWeek.com/mro AVIATION WEEK & SPACE TECHNOLOGY MRO EDITION MARCH 16-29, 2015 MRO23 MRO Edition MRO LINKS SPOTLIGHTS

CITY OF MIRAMAR COMPONENT CONTROL Miramar ... The PerfectWorldMags.net BOOTH 4332 Take Control of Your Business BOOTH 1639 Landing Spot for Your Business with Quantum Control

It’s no coincidence that more than Quantum Control promotes best 20 aviation companies have located practice and improves business in Miramar. Located between Ft. processes with one complete ready- Lauderdale & Miami, with all airports/ to-use system for Aviation MRO & seaports within a 20-min. drive, it Logistics. Includes MRO, Aircraft offers one of the largest commerce Services, Hangar Management & parks in the region with a Foreign Manufacturing capabilities, Contact Trade Zone … Miramar is the right Management, Distribution & place for you. Rotable Management, Accounting, E-commerce and more.

Hangars & Equipment • Parts Distributor • www.componentcontrol.com/ www.ci.miramar.ﬂ .us Parts Manufacturer • Software • quantum1/index.html Economic Development Link 1066 Supply Chain/Logistics Link 083

COOL & START AVIATION INC CTG - CRESTWOOD TECHNOLOGY GROUP Pneumatic Solutions! BOOTH 3304 Consumable and Rotable Parts BOOTH 1626

Specializing in Pneumatic CTG is a distributor of Components, Cool & Start consumable and rotable Aviation prides itself for its parts to the commercial unique capabilities on new and military aerospace generation components. industries. We hold a large Our services go beyond on-site inventory and maintain one of the largest global repair/overhaul, whereby networks of supplier partners for ﬁ xed-wing, rotorcraft added value is our key & ground-support equipment. Use our free inventory competitive advantage. locator at www.CTG123.com to instantly ﬁ nd parts Join us as we Prepare for The Next Generation! and receive quotes.

Airframes • Avionics/Instruments • Cabin Interiors/ www.coolstartaviation.com InFlight Entertainment • Components • Connectors/ www.CTG123.com Components • Hydraulics/Pneumatics Link 084 Fasteners Link 369

DELTA INTERNATIONAL INC DIRECTED VAPOR TECHNOLOGIES INTERNATIONAL INC Tools for the Aviation and BOOTH 820 Advanced Coatings for BOOTH 400 Aerospace Industry Aerospace Components

Manual & pneumatic tools, riveting Specializing in coatings for guns, crimp tools, dies & positioners, aerospace components using drilling & installation, cleco & temp. an advanced EB-PVD process, fasteners, sanders, grinders & Directed Vapor Deposition, brushes, military connectors & creating high quality, lower cost, hardware, sealants & applications, non-line-of-sight coatings onto cutting tools, measuring & calibration standard and complex surfaces. equipment, screwdrivers and bits, Thermal barrier, environmental, safety equipment. oxidation, hot corrosion, wear/ erosion, and corrosion.

Advanced Materials/Composites • Advanced Materials/Composites • Engines • Avionics/Instruments • Connectors/Fasteners • www.deltaintl.com Military Maintenance • Parts Manufacturer • www.directedvapor.com Fuel/Lubricants • Tools Link 263 Painting/Coatings Link 1067

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ELITE AEROSPACE EXXONMOBIL “We Are Quality” WorldMags.netBOOTH 3348 The Mobil Jet™ Family BOOTH 4439

Elite Aerospace is recognized New Mobil Jet™ packaging around the world as a leader is here — same product in the repair and overhaul of formulation with a fresh commercial & regional aircraft new look. equipment. We are dedicated We engineer it. to providing comprehensive support for customer require- We test it. ments, paying close attention We prove it. to workmanship, turn-time, So you can trust it. quality and overall customer satisfaction.

Airframes • Avionics/Instruments • Engines • www.eliteaerospace.com exxonmobil.com/aviation Hydraulics • Third Party Maintenance Link 096 Fuel/Lubricants Link 103

GLOBAL AVIATION CO GREEN COUNTRY AIRCRAFT INC Service Is Our Best Part BOOTH 726 Aerospace Parts Manufacturing BOOTH 4632 Service Company Global Aviation Co. provides customized GCA is a full-service manufacturer supply chain solu- and supplier of components, sub- tions and spare parts assemblies & component kits to the distribution services for commercial airlines, aerospace, commercial & industrial helicopter operators and MROs. markets in the US & abroad. We Global provides customers with prompt fabricate, machine, weld, assemble fulﬁ llment from distribution centers located and integrate close-tolerance in Atlanta, Dallas, Singapore, Beijing and aluminum, specialty alloy, steel and Amsterdam. composite components.

globalaviation.aero www.greencountryaircraft.com Parts Distributor Link 343 Parts Manufacturer Link 117

HARCO HENKEL CORPORATION A320 Landing Gear Harness Repair BOOTH 3232 Proven Solutions for Composite Repair BOOTH 3316

Servicing both OEM & Henkel offers adhesive solutions Aftermarket with repair, overhaul for a variety of composite repair & replacement. Capabilities applications, including: include repair or replacement • Small repairs hardware for the entire aircraft, • Out-of-Autoclave applications from engine and airframe to APU, • Surfacing ﬁ lm & lightning strike landing gear, ECS and all sub- systems. Specializing in Harness These repair adhesives are available Assemblies & Temperature in several packaging and size Sensors. options to handle any repair no matter how small or big.

Components • Engines • Landing Gear/Wheels/Brakes • www.harcolabs.com Advanced Materials/Composites • www.henkel.com/aerospace Parts Manufacturer • Third Party Maintenance Link 121 Chemicals • Painting/Coatings Link 347

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HML AVIATION SERVICES LLC IAG ENGINE CENTER HML Aviation Services,WorldMags.netBOOTH 4801 Miami, FL MRO with CF6, CFM56, BOOTH 643 Geared Up to Land Your Business JT9D Series Capabilities

HML Aviation Services is IAG Engine Center, a an FAA Approved Repair world-class engine MRO/ Station specializing in FAA Certiﬁ ed Repair commercial as well as Station, with customized regional aircraft landing repair solutions and gear repair, maintenance overhaul of CF6, CFM56 and overhaul. With over and JT9D engine series. 40 years of experience, “Repair rather than you are guaranteed to Replace” philosophy. receive a quality product. We also offer disassembly services for RB211, CF34, V2500, and PW4000.

www.hmlair.com www.iagengines.com Landing Gear/Wheels/Brakes Link 1068 Engines Link 583

INFOSPECTRUM INTERJET MRO SOLUTIONS infoTRAK™ the End-to-End BOOTH 3047 MRO, Base and Heavy Maintenance BOOTH 4424 MRO Software Solution Comprehensive MRO infoTRAK MRO reduces services; aircraft base/ TAT, inventory/carrying heavy maintenance, & labor costs. Features structural repairs, paint- include CBM, PPS, ing, NDT, modifi cations, KIOSK, confi guration management & tool control & ADs, SBs, composite calibration to improve customer service & business repairs, CPCP, compo- effi ciency. Available on-demand (monthly subscription) nents repair, line maint, keeps the cost of ownership & IT infrastructure low. AOG, 24/7, materials, engineering, training, fl ight simulator. Best Industry Practices, Attractive costs, convenient TAT. Ph: (52722) 276 61 13

Advanced Materials/Composites • Avionics/ Instruments • Engines • Landing Gear/Wheels/ www.info-spectrum.com Airframes • Components • Engineering • www.interjetmrosolutions.com Brakes • Military Maintenance Link 328 Painting/Coatings • Third Party Maintenance Link 922

JET REPAIR CENTER INC KENNAMETAL Your Crew Seat and BOOTH 4417 Precision Surface Solutions BOOTH 2008 Interior Specialists for the Aero

Jet Repair Center is a leading provider of 14,000 employees and nearly crew seat repair, support, and services, $3 billion in sales, Kennametal Inc. specializing in repairing, overhauling, delivers productivity to customers and modifying crew and mission seats seeking peak performance in de- for any type of aircraft. Capability on manding environments. The Precision all major OEMs. Over 650 FAA-PMA Surface Solutions department serves parts manufactured in-house, along with Aerospace customers and offers composite & AOG services. customers access to EXTRUDE HONE™ processes and products.

Advanced Materials/Composites • Cabin Interiors/InFlight Entertainment • Calibration/Weighing Services • www.kennametal.com/en/products/ Components • Military Maintenance • www.jetrepaircenter.com Engines • Heat Treating/Coating/ precision-surface-solutions.html Parts Manufacturer • Third Party Maintenance Link 1069 Brazing • Parts Manufacturer Link 1070

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LEWIS & SAUNDERS LIBURDI TURBINE SERVICES INC Overhaul and Repair WorldMags.netBOOTH 2915 Turbine Parts Repairs, Coatings BOOTH 3149 & Robotic Welding L&S is a leader in the repair and overhaul of rigid tubes, manifolds, Liburdi specializes in extending ducts, and fl exible hose assemblies engine component life and upgrading used in the aerospace industry. engine performance through the We hold FAA, EASA, and CAAC application of advanced repair repair station certifi cations. As a technologies. Liburdi is your one Part 145 Repair source, we have stop for turbine engine coatings, the total after-market solution for repair development and automated fl exible and rigid assemblies. welding equipment supply in Laser, Plasma, or TIG welding.

Airframes • Engineering • Engines • www.lewisandsaunders.com www.liburdi.com Military Maintenance • Third Party Maintenance Link 297 Components Link 352

LOUISIANA ECONOMIC DEVELOPMENT MAGNUM AIRCRAFT REPAIR SERVICES (MARS INC) Louisiana Offers Fast, BOOTH 1645 Hydraulics, Heat Transfers, & BOOTH 940 Flexible Incentives Heavy-Load Repairs

Louisiana Advantages: MARS Inc. is a FAA repair Incentives, workforce station that specializes in & sites. Louisiana’s overhaul & repair of aircraft workforce program components. Our fully trained is consistently rated “Best in the US.” technical staff can diagnose FastStart recruits and trains skilled workers. and repair your components Qualifying companies get a 6% rebate on in less time, with lower costs, payroll for 10 yrs. 100% property tax abatement and a tag you can count on for 10 yrs for manufacturers. all while maintaining industry- leading quality standards.

Advanced Materials/Composites • Components • Economic Development • www.opportunitylouisiana.com Hydraulics/Pneumatics • Landing Gear/ www.marsrepair.com Hangars & Equipment • Software Link 1071 Wheels/Brakes Link 831

MACHIDA MÄDER GROUP Make Your Visual Inspection Easier BOOTH 1850 High Technological Paint Systems BOOTH 1851 for Aerospace Our product line includes a 6mm Videoscope with Mäder Group develops WORKING CHANNEL and produces custom FOD KIT, POWER made, chromate free and BLENDING SCOPE, waterborne coating systems ENGINE MANUFACTURE with strong added value. APPROVED INSPECTION Mäder Group products KITS in both video & ﬁ ber, include anti-erosion top and our RIGID SCOPE line. coats, high temperature We also build custom scopes. resistant primers and top coats, Our digital processing units are and anti-corrosion coats for steel parts. HD Quality. Contact us today for more information.

www.machidascope.com www.mader-group.com Engineering • Test Equipment • Tools Link 535 Painting/Coatings Link 1072

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MB AEROSPACE MGT TRADING AERONAUTICS Specializes in AdvancedWorldMags.net BOOTH 3951 Landing Gear Parts Supplier BOOTH 518 Component Repairs MGT Trading Aeronautics specializes MB Aerospace offers a in the procurement and distribution of full scope of complex landing gear replacement parts. component repair capa- We stock a large inventory of new parts, bilities for commercial and primarily for Airbus, ATR and Bombardier military turbine engines, programs. Product lines include bushings, including standard repairs, seals, bearings, clamps, etc. ISO9001 and source-substantiated Certiﬁ ed. repairs such as Flange and Full Section replacement. FAA Repair Station #QGIR458L, EASA145.4484 approved. NADCAP certiﬁ ed.

Components • Engineering • Engines • www.mbaerospace.com Hardware • Hydraulics/Pneumatics • www.mgt-aero.com Military Maintenance • Parts Manufacturer Link 910 Landing Gear/Wheels/Brakes • Parts Distributor Link 528

MINGO AEROSPACE MUNDO-TECH INC Mingo Aerospace - Premier in BOOTH 1807 Aerospace Tube Fabrication BOOTH 706 Cargo Component MRO Mundo-Tech, Inc. is a • FAA & EASA Approved manufacturer of tube • AS9100C assemblies for aerospace • ISO 9001:2008 & defense markets. We are • PMA Parts a valued source for Vacuum • DER Repairs Waste, Engine, Pneumatic, • Spares and Hydraulic Systems - • PDU’s, Linear Actuators; Titanium, Inconel, Aluminum Cargo Rollers, Stops, and Stainless. Services include Welding, NDT, Ball Panels & Oxygen Cleaning. Certiﬁ cations: AS9100, ITAR • PSU’s • Lighting

Avionics/Instruments • Components • www.mingoaerospace.com Advanced Materials/Composites • Airframes • www.mundo-tech.com Engineering • Parts Distributor • Third Party Maintenance Link 356 Components • Engines • Parts Manufacturer Link 357

NABTESCO AEROSPACE INC NEWCASTLE AVIATION NABTESCO: MRO Agility, BOOTH 4401 World Class Material Support BOOTH 1623 OEM Strength Newcastle Aviation is a Nabtesco Aerospace, Inc. offers global leader in aftermarket a full-service FAA/EASA Repair parts supply and support to Station, with ISO9001 and AS9100 the aviation and aerospace accreditation. Our factory-trained industry. We specialize in the technicians work closely with our sale, lease, exchange and Service and Design Engineers and procurement of commercial, A&P Licensed Technical Support to regional, and general aviation offer a level of service unsurpassed jet, turboprop and helicopter in the Aerospace Industry. aircraft and related components and parts.

Asset Management • Components • Hydraulics/ www.nabtescoaero.com Airframes • Asset Management • www.newcastleaviation.com Pneumatics • Parts Distributor • Parts Manufacturer Link 1073 Components • Engines • Parts Distributor Link 1074

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NITTO DENKO AMERICA INC OERLIKON METCO Anti-Corrosion SolutionsWorldMags.netBOOTH 4633 Effi cient Thermal Spray BOOTH 932 Coating Solutions Nitto’s corrosion inhibiting adhesives are developed for Oerlikon Metco’s MRO solutions high performance aircraft improve effi ciency, reduce emissions fl ooring. Aeroseal® SC-140 and extend lifetimes. Our leading & 11611-MB protects fl oor materials include YSZ and MCrAlY beams and panels from the for TBC systems, abradables for harsh environment during clearance control, and landing gear the airplanes operation. These lightweight products are hardface solutions. All are backed easy to install and remove during maintenance checks. by our advanced HVOF, APS and PS-PVD application technologies.

Advanced Materials/Composites • Airframes • Cabin www.nittousa.com www.oerlikon.com/metco Interiors/InFlight Entertainment • Chemicals • Components Link 1075 Advanced Materials/Composites • Metals Link 325

PALL AEROSPACE PF FISHPOLE HOISTS INC Full Capability Component BOOTH 3746 The PF Fishpole Hoist - BOOTH 4452 MRO Service Provider The Industry Standard

PUREservices enhances overall The PF Fishpole Hoist is an air customer value. Pall Aerospace carrier standard for single attach maintains two repair stations in point, equipment handling hoists. the UK and USA. These facilities Permitting precise installation and meet applicable requirements for removal of aircraft components, FAA and EASA certiﬁ cation and typical applications include is CASE registered in the USA. installation and removal of A.P.U’s., Pall services a broad global ﬂ ap actuators and hundreds of other clientele of military & commercial applications. customers.

Components • Fuel/Lubricants • Ground Support Equipment • Hydraulics/Pneumatics • www.pall.com/aerospace Ground Support Equipment • www.pfﬁ shpolehoists.com Military Maintenance Link 1076 Military Maintenance • Tools Link 813

PIEDMONT AVIATION COMPONENT SERVICES PRECISION AIRCRAFT SOLUTIONS Piedmont – Exceeding Expectations, BOOTH 3318 THINK BIGGER. We Did. BOOTH 4447 Worldwide Since the Precision A world leader in MRO organization began in services, specializing in APUs 1995, our engineers & Landing Gear, with over 40 have spent thousands of years’ experience. Honeywell hours improving parts, approved for commercial & sharpening systems, and military GTCP331, 85 & 36 pushing the boundaries series APUs. Landing Gear of aircraft conversion. service focuses on ATR, CRJ With endless innovation and experience abound, and E-170/190 platforms. Our shops are fully supported by we’re just getting warmed up. Explore the possibilities in-house machining and electroplating operations. of Precision Engineering today.

Components • Engines • Landing Gear/ Cabin Interiors/InFlight Entertainment • Wheels/Brakes • Military Maintenance • www.piedmontaviation.com Engineering • Lighting • Manuals/Repair www.precisionaircraft.com Painting/Coatings Link 833 Documentation/Records • Parts Manufacturer Link 936

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PROFESSIONAL TECHNOLOGY REPAIRS REALIZATION 24/7 AOG Support ServiceWorldMags.net on BOOTH 1039 Management Solutions for MRO BOOTH 3404 Repairs and Exchanges and Engineering

ARG/PTR specializes in the Realization enables operational supply and repair of aircraft excellence in MRO and Engineering. Components/Accessories, Our management system is Interior, Structures & comprised of: Composites. An AOG 24/7 • Rules of synchronization response team; allowing us • Business processes and measure- to quickly meet customer ments that operationalize the rules needs. The aviation industry • Software that automates the rules, is a global business; and PTR strives to give quality/solutions business processes and measure- and committed to excellence in providing a world class services. ments

Advanced Materials/Composites • Airframes • Avionics/ www.ptr1.net www.realization.com/results/mro-turnaround Instruments • Landing Gear/Wheels/Brakes • Lighting Link 834 Consulting Services Link 289

RELIANCE AEROTECH SERVICES SABRELINER AVIATION Aviation Stafﬁ ng, Recruitment BOOTH 839 Sabreliner Aviation is World-Class BOOTH 4502 & Integration Systems Flight Support

From staffi ng Sabreliner Aviation’s ever-expanding maintenance and capabilities range from basic mainte- modifi cation facilities nance and repair to major overhauls, to providing contract manufacturing, and highly advanced fi eld teams globally, upgrades. A uniquely experienced Reliance Aerotech is the leading provider of workforce, deep expertise, and contract maintenance personnel for the aviation industry. ongoing innovation continue to inspire loyalty and trust from a global customer base.

Airframes • Avionics/Instruments • Avionics/Instruments • Cabin Interiors/InFlight Engines • Recruitment/Personnel • www.relianceaerotech.com/services Entertainment • Engines • Painting/Coatings • www.sabreliner.com Third Party Maintenance Link 558 Third Party Maintenance Link 1077

SCHALLER GROUP SKYTEAM INTERNATIONAL Excellence in Metal Forming BOOTH 502 Quality and Value You Can Trust BOOTH 4403 Technologies SkyTeam International is an Schaller Group is a full service FAA & EASA certiﬁ ed repair supplier of exotic metal stamped facility near Fort Lauderdale, & roll-formed parts, welded Florida. We specialize in assemblies, 2 & 5 axis machining instrumentation, electro- & water jet services for the military mechanical accessory, & commercial markets. CVR, and FDR repair. We also offer DER repair With prototype to production solutions and are committed capability, we offer a seamless to providing quality and value. transition from concept to reality. FAA Certiﬁ ed X4LR047Y, EASA.145.5132

Components • Engines • Hardware • Metals • www.schallergroup.com Avionics/Instruments • Components • www.skyteam.cc Parts Manufacturer Link 1078 Parts Distributor Link 203

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SOLAIR GROUP STOCKMARKET.AERO High Quality Tooling forWorldMags.net BOOTH 4443 Online Trading Marketplace Your Aviation Needs for Aviation Parts

Solair Group is centrally Search or sell aviation parts at located in Miami Florida – USA no cost whatsoever with for support across the globe. StockMarket.aero. 100 Million+ We offer custom workmanship qualiﬁ ed line items available from on all of our equipment with over 3,000 vendors. in-house machine shop, • Parts Search welding, painting, sheet metal, • Broadcast Messages coating, wood work and more. • Parts Alerts Solair Group can help you • Price Search solve all your tooling needs, • Government Procurement whether new purchasing or technical service. Visit www.StockMarket.Aero today!

Ground Support Equipment • Leasing/Financial www.solairgroup.com Avionics/Instruments • Components • Engines • www.StockMarket.aero Services • Parts Distributor • Test Equipment • Tools Link 204 Landing Gear/Wheels/Brakes • Parts Distributor Link 1021

SPOKANE INDUSTRIES STROM AVIATION Spokane Industries - BOOTH 1647 21st Century Aviation BOOTH 618 Fuel Handling Innovation! Stafﬁ ng and Solutions

SealVac™ Vacuum Since 1992, Strom Aviation Fuel Drain System has been a leader of Aviation and attaches to aircraft fuel Aerospace workforce solutions. sumps with compressed If your company is facing a temporary, air generated vacuum, full-time or special project staffi ng and drains fuel at up to need, only the Strom family of 25 GPM without spilling companies have the capabilities to a drop. HandiFueler™ provide for all your staffi ng needs. GSE Fuel Service Cart Quality, Dependability & Integrity speeds servicing GSE equipment. HandiFueler can be confi gured in seconds to defuel GSE for maintenance.

Airport Equipment & Services • www.spokaneindustries.com Consulting Services • Recruitment/Personnel • www.stromaviation.com Fuel/Lubricants • Ground Support Equipment Link 911 Third Party Maintenance Link 1079

TE WIRE & CABLE THALES AVIONICS INC AccuClave® Thermocouple System BOOTH 2004 Thales Offers a Suite of BOOTH 3615 for Composite Curing Avionics Maintenance Services

• AccuClave® reusable, pre-made Thales provides a wide range of thermocouple assemblies support and services for avionics • AccuClave-X™ thermocouple in the civil aerospace market. extension cables for faster auto- As a proven OEM, Thales offers clave loading comprehensive and ﬂ exible asset management services – from • AccuConnect™ multi-circuit inter- maintenance services and part connect saves autoclave idle time distribution to standard exchanges, • AccuFlex™ patented technology access to spares pools, pre-owned for composite repairs with minimal equipment trading and full mark-off component availability packages. www.tewire.com/ aerospace-composites.php Asset Management • Avionics/Instruments • www.thalesgroup.com Advanced Materials/Composites Link 1080 Parts Distributor • Parts Manufacturer • Software Link 284

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THE OFFSHORE GROUP TRADEWINDS ENGINE SERVICES LLC Manufacturing in MexicoWorldMags.net is BOOTH 3849 Quality Engine Parts BOOTH 1601 Easier Than You Think Tradewinds Engine Services The Offshore Group is sells commercial jet engine Mexico’s largest provider parts and is engaged in of support services to engine leasing and trading. foreign manufacturers. We have 25K+ parts The Offshore Group’s primarily consisting of Manufacturing Commun- CFM56-5/7, CF6-80, ities provide a shared- V2500 and PW4000 services environment engine types. We are ISO that allows foreign manufacturers to focus their resources to 9001:2008 compliant, and reach high levels of productivity, quality, and timely delivery. maintain certiﬁ cation fromthe Aviation Suppliers Association.

Consulting Services • Economic Development • Engines • Heat Treating/Coating/Brazing • www.offshoregroup.com www.tesllc.aero Supply Chain/Logistics Link 837 Components • Engines • Parts Distributor Link 327

TRAX USA CORP TRIUMPH GROUP TRAX MRO ERP Software BOOTH 4618 B777 ACM Program BOOTH 1800

TRAX is the global leader in the Triumph Accessory aviation MRO ERP software Services – Wellington industry. TRAX Maintenance has made signiﬁ cant has been developed to provide investment in our Boeing the most comprehensive and 777 Air Cycle Machine advanced solution. TRAX has (ACM) capabilities and been implemented by over spares, to include the one hundred and forty airlines construction of a new and MROs worldwide, with overhaul and test facility. ﬂ eets consisting of all types Triumph is ready to support your B777 component of aircraft. maintenance by reducing your overall cost of ownership.

Advanced Materials/Composites • Airframes • www.trax.aero Cabin Interiors/InFlight Entertainment • www.triumphgroup.com Software Link 226 Lighting • Parts Manufacturer Link 227

TURBINE ENGINE CENTER INC TURBINE ENGINE SOLUTIONS Certiﬁ ed Repair Station for BOOTH 801 CFM56 Fuel Nozzles, JT8D, BOOTH 1628 CFM56-3 and CFM56-7 PT6A Overhaul & Repairs

Turbine Engine Center, Inc. is a TES is an FAA/EASA fully certiﬁ ed repair station for approved repair station the CFM56-3, -5 and -7 series holding multi-country engine as well as for commercial certiﬁ cations for the repair and military Pratt & Whitney JT3D, and overhaul of the following JT8D series and JT8D-200 series. engine/product lines: We provided Test Cell in house for JT3D, JT8D and JT8D-200 series. Pratt and Whitney JT8D-100 Series, Pratt and Whitney 305-477-7771 JT8D-200 Series, Pratt and Whitney Canada PT6A Series, CFM International, CFM56 Fuel Nozzles

Components • Engines • Military www.turbineengine.aero Maintenance • Parts Distributor • www.TurbineEngineSolutions.com Cleaning • Engines Link 737 Third Party Maintenance Link 1081

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UMBRA CUSCINETTI, DIVISION OF UMBRA GROUP UNITRON LP Ballscrews for All TypesWorldMags.net of Airline BOOTH 1919 400Hz & 28VDC Solutions BOOTH 325 Linear Applications Including OE and Aftermarket Dallas, TX – Unitron, is a leading manufacturer of solid-state power Umbra Cuscinetti is an conversion equipment including OEM providor of linear motion 400 Hz, 28 VDC, 270 VDC, ballscrews and rotary actuators. combination AC-DC Ground Umbra is the leading OEM Power Units (GPUs), and cable supplier to all airfame manu- handling solutions. The GPUs facturers for Flap and Stabilizer are available in mobile, towable, ballscrews. Umbra maintains repair bridge-mounted or free standing stations that are FAA, EASA and CAA conﬁ gurations. approved in North America and Central Europe.

Components • Manuals/Repair Documentation/ Airport Equipment & Services • Environmental Records • Parts Distributor • Parts Manufacturer • www.umbragroup.it Services/Green • Ground Support Equipment • www.unitronlp.com Test Equipment Link 738 Hangars & Equipment • Military Maintenance Link 877

UTC AEROSPACE SYSTEMS VELCRO INDUSTRIES Where Ingenuity Takes Off BOOTH 1005 Aerospace Solutions BOOTH 3547

UTC Aerospace Systems At Velcro Industries, we are proud of puts a global presence and our extensive history in Aerospace. top engineering talent at your Our Aerospace solutions, patented disposal through a simpliﬁ ed products, quality systems, global Customer Service interaction. footprint, environmental commitment We provide AOG and techni- and experience across multiple cal product support through industries ensure we meet today’s a single Customer Response high pressure market requirements. Center, available 24/7 and backed by 60 service centers across 26 countries.

Landing Gear/Wheels/Brakes • Lighting • Cabin Interiors/InFlight Entertainment • Military Maintenance • Parts Manufacturer • utcaerospacesystems.com Connectors/Fasteners • Consulting Services • www.velcro.com Safety/Emergency Equipment Link 565 Parts Manufacturer • Safety/Emergency Equipment Link 882

WIREMASTERS INC WOODWARD INC Wire, Cable, & Accessories BOOTH 4905 Aircraft and Engine Component BOOTH 608 to Connect Your Systems and Systems MRO

WireMasters is a leading source Woodward provides global of Mil-Spec and BMS wire, cable, OEM-quality services for heat-shrink, tubing, markers, its commercial and military expandable sleeving, braid, tapes, aerospace products. Our termination sleeves/splices, and products are found in aircraft accessories, with best-in-class cockpit control, motion control, value-added services. and actuation systems, as well Headquartered in Columbia, TN, as propulsion control systems with additional warehouses in (fuel, actuation, and combustion Arizona and Texas. systems).

Cabin Interiors/InFlight Entertainment • Components • Connectors/Fasteners • www.wiremasters.net www.woodward.com Parts Distributor • Parts Manufacturer Link 1082 Airframes • Components • Engines Link 241

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WorldMags.netcarrier (LCC) model in the Asia-Pacific market, new leaders have emerged in What’s Next? that region, including Malaysia’s AirA- sia with its various regional afliates There has been significant progress in airline and its long-haul subsidiary, AirAsia X. That is a lot of action. However consolidation in some markets, but various factors indicate not to expect much more of the same. Although, due the momentum is slowing to changing global industry dynamics, different patterns may emerge, Cathy Buyck Brussels and Jens Flottau Frankfurt as shown by Qatar Airways’ recent investment in IAG. hen American Airlines and US Airways finally com- Many regions appear merger-resistant because the airlines are still pleted their merger in late 2013, it marked the end of an controlled by governments that have Wera. This remarkably formative period saw the creation no intention of relinquishing that role. of formidable airline blocks worldwide. But with many of the That is true for Africa, the Middle East and large parts of Asia. The question major deals accomplished, the question now is what lies ahead will be whether economic realities will in terms of airlines maintaining their fiscal health. eventually force at least some form of closer cooperation. So far most eforts, A brief recap of the recent U.S. merg- and China Eastern Airlines—were such as the proposed joint venture of ers shows: Delta Air Lines/Northwest directed by the central government Egyptair, Ethiopian Airlines and South Airlines, United Airlines/Continental to take many of the smaller provincial African Airways for West Africa, have Airlines, American/US Airways, and airlines under their umbrellas. failed. And in 2012, then-Royal Jorda- Southwest’s takeover of AirTran. In In Latin America, LAN Airlines and nian Airlines Chief Executive Hussein Europe, Air France merged with KLM; TAM Brazil merged to form the Latam Dabbas suggested that a strategic alli- Lufthansa bought Swiss International Airlines Group and Avianca has sub- ance with the possibility of cross owner- Airlines, Austrian Airlines and 49% of sumed Grupo Taca and AeroGal. ship (with guarantees that the airline’s Brussels Airlines; and the International Even though they are not the result brand would be maintained) might be Airlines Group (IAG) came into being. of mergers, over the past 10 years three necessary to counter competition from IAG now comprises British Airways, large carriers have emerged from the megacarriers in the region and in Eu- Iberia and Vueling Airlines. Gulf states, marginalizing many other rope. But this was swiftly quashed; In China, the three major carriers— airlines in that part of the world. And as Dabbas resigned weeks after his call Air China, China Southern Airlines part of changes wrought by the low-cost for consolidation in the Middle East. NIGEL HOWARTH/AW&ST American Airlines became the last major U.S. carrier to enter consolidation through its merger with US Airways.

WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 39 COMMERCIAL AVIATION European LCCs such as Ryanair and EasyJet have driven other competitors into joining forces to stay afloat. The most active WorldMags.netregion in terms of mergers and takeovers remains Europe, but even there the pace has slowed markedly. A large part of the industry is actually up for sale, so it would seem logical that more mergers will be underway. Mid-size carriers such as Air Baltic, LOT Polish Airlines and TAP Portugal have been looking for new investors for years, but have had to hang in there on their own or with European Commission (EC)- approved government support. The lack of strategic investors—financially sound airlines—has dropped in Europe for a variety of reasons: Air France- NIGEL HOWARTH/AW&ST KLM and Lufthansa Group are preoc- billion) operating profit, up 80.5% on Marketing, cautions against national cupied with their own restructuring. the prior year, and is targeting double- pride. “The consolidation of legacy They simply do not have the manage- digit operating margins ahead. airlines we had in Europe is superficial ment or financial resources available By way of comparison: Air France- because of nationality rules in bilateral for additional mergers. Alexandre de KLM recorded an €129 million operat- air services agreements and the desire Juniac, CEO of Air France-KLM, has ing loss last year, partially related to a of countries to safeguard their flag publicly stated as much when queried two-week strike by Air France pilots carrier,” he says. Air France and KLM about why he did not acquire Alitalia. protesting the establishment of a pan- each maintained separate cost struc- Aspirations of creating a group European LCC with bases outside its tures, brands, headquarters, profit- with three European hubs, Charles de two home markets. and-loss accounts, CEOs and aircraft Gaulle in Paris, Schiphol in Amster- De Juniac probably also realized he configurations. “Air France had to give dam and Fiumicino in Rome, were would never be able to restructure Ali- a lot of assurances and concessions to dashed last year when Etihad Air- talia due to touchy nationality issues. the Dutch government.” Similar con- ways acquired a 49% shareholding in A Franco-Dutch group imposing strin- cessions are in play for the IAG/Aer Alitalia. gent cost cuts would not sit well with Lingus deal, Doganis says. IAG is the one exception. Although Alitalia’s employees, nor Italians in He sees no rational reason why IAG late to the game, it is currently the general. Spanish politicians called for a could not in the longer term drop the main driver of consolidation. British reversal of the BA-Iberia merger when Iberia name or Lufthansa abolish the Airways’ (BA) tactical retreat to its IAG started downsizing the Spanish Brussels Airlines brand and operate London Heathrow hub has made that flag carrier to reduce costs. Tension out of the Belgian capital as Lufthansa. airline less vulnerable for LCC compe- is also rising within Air France-KLM, Several iconic brands have disappeared tition. The restructuring of Iberia has which set the European multibrand, in the consolidation process of the U.S. come quicker than expected by many, multihub consolidation model 10 airline industry and it should be possi- including IAG CEO Willie Walsh, and years ago, as the need to restructure ble in Europe, he asserts. He notes that the group has already acquired LCC intensifies. De Juniac was called to genuine consolidation has happened in Vueling and is now interested in Aer The Hague to explain new cost-cut- Europe’s low-cost segment. Lingus. ting measures, and Dutch politicians Many LCCs such as MyTravelLite, The initiative follows a simple ratio- have voiced concerns that reforms SkyEurope, Sterling Airlines and Bmib- nale: Focus on your strengths. IAG’s commanded by Paris could damage aby have gone bankrupt or ceased oper- strengths are clearly the Heathrow Schiphol’s standing and the country’s ations. Ryanair bought KLM’s U.K. bud- hub and, more generally, its competi- economic interests. The Dutch and get airline Buzz, EasyJet purchased Go tive position across the North Atlan- French transport ministers, as well as Fly from BA and Vueling merged with tic, where it also benefits from the de Juniac and KLM CEO Pieter Elbers Clickair. As with U.S. airline consolida- antitrust-immunized joint venture are slated to meet in Paris this month tion, Europe’s LCCs fully integrated the with Oneworld partner American to discuss KLM’s sovereignty and Air operations, management and brand of Airlines. Aer Lingus has slowly built France-KLM’s intent to further inte- the airlines they acquired. The four up a profitable transatlantic business grate the Dutch airline. leading LCCs control most of the low- from Dublin, but is now connecting Meanwhile plans for “cash pool- cost business in Europe. other markets where it makes sense ing” and the transfer of KLM’s cash More consolidation will happen in economically and geographically. In- management to the parent company’s Europe, contends Simon McNamara, cluding Aer Lingus in the transatlan- headquarters in Paris were abandoned director general of the European Re- tic joint venture would likely benefit in January following massive resistance gions Airline Association. He does not both sides. IAG can aford to pursue from KLM management and politicians. see it taking place among regional such a deal because its financial situ- Rigas Doganis, a former professor at airlines, which operate in specific ation is much better than that of most Cranfield University’s Center for Air niche markets or provide capacity on European legacy peers. In fiscal 2014, Transport Management and author of an ACMI (wet-lease) basis to larger the group recorded a €1.4 billion ($1.51 Flying Of Course: Airline Economics and airlines, but he does see low-cost and WorldMags.net 40 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst network carriers consolidatingWorldMags.net further. The majority of equity deals in Eu- carrier is turning to markets where it This might be driven by market ex- rope in recent years have involved lacks the kind of in-depth relationships its as well as acquisitions and mergers, Middle Eastern and Asian investors, it has established in Europe, namely predicts Doganis, who describes many not European. Korean Air bought into North America and Asia-Pacific be- of the continent’s small and midsize flag CSA Czech Airlines, HNA Group in yond India (where Etihad partners carriers as an “endangered species.” Aigle Azur, and Henan Civil Aviation with Jet Airways). They are “too small to compete efec- and Investment Co. (an investment Stage 2 of the Gulf carrier involve- tively against big legacies in long-haul arm of China’s Henan province) took ment in European airlines has not and too high cost to compete efectively ownership of a 35% stake in Luxem- been achieved by Etihad, but by its against the LCCs on short-haul.” bourg-based Cargolux Airlines. Etihad archrival, Qatar Airways. The latter The EC, however, is cautious about acquired large stakes in two major Eu- in January became the first to buy a unbridled consolidation and the pos- ropean airlines—29.2% in Air Berlin stake in one of the Big Three European sible negative impact on connectivity, and 49% in Alitalia—and 49% in Air groups—Qatar has controlled 9.99% of jobs and economic growth, which are Serbia. In a way, the Abu Dhabi-based IAG since late January. While the same pillars of the EC’s new Juncker Com- airline is filling a void left by the big ownership and control limitations ap- mission that took ofce on Nov. 1, 2014, European players. Six years ago, Luf- ply, the significance of the deal lies in and is due to serve until 2019. Keeping thansa, at the eleventh hour, halted the alignment of interests. IAG CEO a balance between consolidation and its proposal to buy Alitalia, deciding Walsh has been the most active in the need for direct air connections it was too risky. And Air France-KLM seeking cooperation with a Gulf car- between smaller capital cities and sought to buy Air Berlin four years ago, rier. Now his largest shareholder is other major European economic hubs but the German airline’s management not only financially sound, but can is a challenge, a senior ofcial of the did not want to give up control. also cover regions for the larger group EC’s Transport directorate general As long as ownership and control where BA and Iberia are not particu- says. He points out that consolidation limits remain unchanged, Etihad’s larly strong—the Middle East and is part of the equation for keeping air- role will always be that of a strong mi- Southeast Asia. lines competitive. The European Union nority shareholder, even though many The benefits for Qatar are not equal- has strict rules on state and rescue or competitors are convinced the carrier ly obvious. But maybe the initiative restructuring aid and the market will has efective control of Air Berlin and was the first sign that a new era in air- consolidate based on these rules. On Alitalia. A complete takeover is impos- line consolidation is about to begin— the other hand, aviation is a driver of sible, nevertheless, and it seems more transcontinental investments. Even in economic growth. Budapest, Hungary, targets may be hard to find. the medium term they will not lead to and Nicosia [the capital and largest One of the biggest open questions full integration, but they could lay the city on the island of Cyprus] lost “busi- in European air transport remains the ground work for how large blocks in ness-type” air services when they lost future of Scandinavian Airlines (SAS), aviation will look in the future. their flag carriers. Then we must ask the last large legacy that is neither a In Latin America, the picture is more if these nations are still capable of pro- member of the Big Three alliances nor diverse. With the Latam Group and Avi- viding a good business environment, associated with a foreign investor. Ru- anca, two strong blocks have emerged he notes. The EC aims to address this mors abound that SAS is next on Eti- but are embroiled in internal machi- issue as part of its new aviation strat- had’s European list, but it may well be nations at the moment. Then there is egy, due later this year. that the United Arab Emirates-owned a small group of relatively successful private airlines such as Copa, Azul and Gol. Copa has had strong links with Alitalia was rescued by Etihad Airways, Continental Airlines and is now a Star which now holds 49% of the carrier. Alliance member. Azul will likely integrate into the Star Alliance eventually, but is opting to go the initial public offering route at this point. And Gol has attracted small minority investments from Delta (2.93%) and Air France- KLM (1.5%) that are intended to keep its options open. None of the three are likely to be the object of consolidation eforts anytime soon. A third group of airlines includes carriers such as Aerolineas Argen- tinas or LBA Airlines (Venezuela) that are either government-owned or too small—either factor makes them irrelevant for any significant consolidation eforts for now. So consolidation continues to be elastic, expanding and contracting with the market (and political) forces. c KEITH GASKELL WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 41 COMMERCIAL AVIATION

Virgin AustraliaÕs Tigerair subsid- BuildingWorldMags.net Blocks iary gives it access to the low-cost market.

carrier has backed away from growth projections and has not committed to a timetable. Tigerair Australia currently only operates domestically, although that may change. Borghetti has stated his intention to bring Tigerair to international routes, without giving any detail about where or when this may occur. Virgin Australia announced its inten- For Virgin Australia, airline takeovers tion to purchase 100% of Perth-based add new capabilities Skywest Airlines on Oct. 30, 2012, cap- ping earlier steps it had taken to bring

JOHN ADLARD/AIRLINERS GALLERY.COM Skywest into the fold. Adrian Schofield Auckland The larger carrier formed a partnership with Skywest in 2011, under irlines find many reasons for lengthy grounding by Australian safety which Skywest would perform turbo- merging with rivals, such as regulators, and its financial losses had prop flying on behalf of Virgin with a Ascale advantage, cost synergy, been dragging down parent Tiger Air- new fleet of ATR 72s leased by Virgin and filling geographic network gaps. ways Holdings. from a third-party lessor. Virgin then However, Virgin Australia provides Virgin Australia CEO John Bor- bought 10% of Skywest in April 2012, an example of another kind of merger ghetti emphasized that Tigerair would followed by the deal six months later rationale, acquiring carriers with the remain a separate carrier and not for the remainder of the shares. specific business models it needs to codeshare with Virgin. In this man- Virgin Australia had previously become a force in new market seg- ner, the two brands would be kept en- operated a limited regional network ments. tirely separate to compete in their own with Embraer 170 and 190 jets, but the Virgin purchased low-cost carrier market segments. Tigerair also has its Skywest deals gave it the turboprop (LCC) Tigerair Australia to compete own management structure. operation it wanted to compete efec- head-to-head with Qantas Group LCC But, while they do not codeshare, tively with the QantasLink regional Jetstar, and it bought out regional air- there are still cost synergies between service. Aside from the ATRs, Skywest line Skywest to help build a turboprop the two carriers that have helped Tig- also had other turboprops and small network and also become a player in erair. In addition, there has been some regional jets—and even a couple of the lucrative charter sector. These network realignment to ensure that Airbus A320s—that were used for re- moves reflect Virgin’s goal of broad- both airlines are serving the types of gional flights and charter work. ening its competitive scope, which has routes that best fit their business mod- The Skywest aircraft have now been also seen it link with overseas airline els—an approach also taken by Qantas brought under the banner of Virgin partners to tackle Qantas in interna- and Jetstar. Australia Regional Airlines. The ATRs tional and corporate markets. While the main value of Tigerair is are used exclusively in the east coast There was some irony in Virgin Aus- strategic, Virgin obviously does not regional network, while the other air- tralia’s foray into the LCC sector. After want Tigerair hurting its own financial craft are used in Western Australia. all, it started out as low-cost Virgin performance in the long-term. So it is While Skywest was already a part- Blue, before opting to position itself as aiming to turn around its subsidiary in ner, taking over the carrier gave Virgin more of a full-service airline. This shift relatively short order. greater control of the regional opera- exposed it to Jetstar at the low end of Borghetti initially set a target of re- tion. Another major benefit was gain- the price spectrum, an issue Virgin turning Tigerair to breakeven by the ing the aircraft and expertise in the looked to fix by purchasing the Aus- end of its 2017 fiscal year. However, last lucrative Western Australia charter tralian Tigerair franchise rather than year he revised the breakeven target business. setting up its own LCC from scratch. to the end of fiscal 2016. In a recent As with its regional services, Vir- In July 2013, Virgin Australia bought update, Borghetti said Tigerair is on gin already operated limited charter a 60% share in Tigerair Australia from track to achieve this goal, and may flying, but this was a sector in which its Singapore-based parent, Tiger Air- even reach it sooner. Results for the it wanted to grow and compete more ways Holdings. It later struck a deal to December quarter certainly support vigorously. It now has valuable con- purchase the remaining shares, gain- his optimism, with Tigerair reporting tracts for the fly-in, fly-out operations ing full control of Tigerair and its fleet its first quarterly underlying profit in that support mining operations. The of 13 Airbus A320s in October 2014. four years. carrier uses former Skywest air- This was clearly a strategic position- When Virgin Australia bought the craft—including the two A320s—and ing move that would not help Virgin’s Tigerair stake, Borghetti said the plan also has the flexibility to use main- bottom line for some time. Tigerair was to expand the LCC’s fleet to up to line aircraft for charter work when Australia was still rebuilding after a 35 aircraft by 2018. But since then, the required. c WorldMags.net 42 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.netbe if it had not been able to draw on Not Too Close its Hong Kong partner. The gains may have been consider- Air China and Cathay Pacific cooperate little, able, says a Chinese airline industry consultant, a former Air China man- despite cross-shareholdings ager who asked not to be named. Air China has sent not just upper manag- Bradley Perrett Beijing ers to learn from Cathay, notes the consultant. People holding frontline t was supposed to be a “historic and China’s membership in Star may have jobs have also had the advantage of far-reaching deal that will create a little to do with the decision. exposure to the Hong Kong airline. Air Iformidable airline grouping with “It is not just that they are in dif- China has partly modeled its frequent- enormous potential in the world’s most ferent alliances,” says analyst K. Ajith flier program on Cathay’s. exciting and dynamic aviation market.” of Singaporean brokerage UOB Kay Mainland competition for Cathay, But nine years after the decision to mix Hian. “They are competitors.” Ajith including pressure from Air China, is the ownership of Air China and Cathay suspects that one motivation for the increasing. The government has told Pacific Airways, there is little sign of a cross-ownership has been to ensure its big airlines to expand their inter- grouping, formidable or otherwise. that the Chinese government has national businesses, and they are doing Both sides enjoy continuing bene- some say over Cathay, the Chinese air- so. While foreign carriers must sufer, fits from the relationship, in which Air line with the strongest international the non-mainland Chinese airline with China holds 30% of shares in Cathay performance. the most to lose is Cathay. Pacific, which owns about 18% of Air Air China this year is increasing fre- China. From the beginning of the re- Cross-Share Chinese Airlines quencies to U.S. and European desti- lationship in 2006, an obvious advan- How Their Fleets Compare nations and opening intercontinental tage for Air China was the chance to routes to Johannesburg; Montreal; learn a management trick or two from Air Cathay Havana; Melbourne, Australia; Auck- Dragonair its new partner. Air China was and China Pacifc land, New Zealand; and Addis Ababa, is the most internationally focused Ethiopia. Hainan Airlines is making a mainland carrier; Cathay was and is Airbus big push to enlarge its North Ameri- admired for strong management of a A319 30 can business. In these circumstances, large international business. A320 38 15 Cathay can only lose market share, al- Cathay’s great gain from the cross- though it could still turn out to hold a A321 49 8 shareholding deal was made at the narrower slice of a rapidly expanding outset: It secured control of the A330-200 30 pie, thanks to the strength of travel to smaller Hong Kong Dragon Airlines, A330-300 19 40 18 and from China. which trades as Dragonair. Among its Still, the mainland airlines have a A340-300 11 short- and medium-haul routes, those long way to go. In 2013, Cathay’s inter- connecting Hong Kong with mainland Boeing national connections—city pairs linked cities are crucial in keeping Cathay in 737-700 20 with a single change of flights—were its unofcial role as a Chinese gateway more than twice as numerous as those 737-800 99 airline. of all three of the big mainland carriers But more was expected by such 747-400 46 put together, says Ajith. A comparison leaders as then-Air China Chairman 747-8 4 of the fleets of Air China and Cathay Li Jiaxiang—now chief of the Civil Avi- shows the enduring narrowbody and 757-200 1 ation Administration of China—and thus domestic focus of even the main- Christopher Pratt, who was chairman 777-200ER 10 5 land carrier that is most expected to of Cathay major shareholder Swire 777-300 8 be seen abroad (see table). Pacific when he predicted a “formi- This points to another factor be- dable airline grouping.” Analysts were 777-300ER 20 47 hind the weakness of the connection also enthusiastic, then and in 2008, Source: Aviation Week data between Air China and Cathay, even when the cross-shareholdings were after almost a decade. In 2006, the increased to current levels. Air China has long had a reputation managers of the state airline may After nine years, the carriers remain as the best managed of the central have earnestly planned to build a members of diferent airline alliances, government’s carriers, even if none much larger international business Air China in Star and Cathay in One- is considered an admirably run busi- by studying Cathay’s methods. But, world. Operationally, their cooperation ness by global standards. Air China’s at least until recently, Chinese state is surprisingly modest. For example, management performance is widely airlines have, year after year, found they codeshare on Hong Kong flights to regarded as having improved in the more reliable growth and faster prof- and from Beijing, Tianjin, Chengdu and past few years. The opportunity to its in the mainland’s burgeoning do- Chongqing in China. The partnership send people to Cathay for training mestic market—one they understand led to speculation that Cathay would and experience has probably sup- and which is largely free from highly leave Oneworld, but there is no strong ported that, Ajith says, though it is experienced, high-quality competitors sign that it will—and if it ever does, Air hard to say where Air China would such as Cathay. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 43 ROTORCRAFT WorldMags.net Medium Contender ciency,” says Aurelie Gensolen, marketing manager for the H160 program. Airbus H160 emerges with features designed “Like we did with the EC175, we are delivering an aircraft with the same level to challenge AgustaWestland’s AW139 of performance as the AW189, but with a weight of 1 ton less.” Tony Osborne Marseille, France, and London Key to the weight savings is extensive use of new materials and technolo- fter four years under a veil of Airbus Helicopters is pitching the gies—Airbus has taken out 68 patents secrecy, Airbus Helicopters has twin-engine H160 for the medium he- on the H160 alone. Composites figure Aunveiled its X4 helicopter, but it licopter market, currently dominated widely in the aircraft, with a carbon- is not what the community expected. by Agusta Westland’s AW139 and, to a fiber airframe produced in-house at When former Eurocopter CEO Lutz lesser extent, the Sikorsky S-76 and facilities in Germany, while the tail Bertling first described the aircraft in Bell 412. Airbus wants the H160 to boom and tail rotor housing are built 2011, he said it would represent a “dif- appeal to the oil-and-gas support mis- by Daher-Socata. ferent way of flying an aircraft,” pro- sion, search-and-rescue (SAR) opera- Composite Blue Edge blades, distin- pelling it into a new generation with tors, the emergency medical service guishable by their hockey-stick-shaped a radical new cockpit and fly-by-wire community and corporate and VIP tips, were revealed by the manufacturer controls. But without those elements, transport customers. in 2010 and have been flying since 2007, the X4—now called the H160—is about On one tank of fuel, the H160 will be but the H160 represents the first use of halfway there, introducing new technol- able to carry 12 passengers to an oil this technology in an Airbus product. Improved since their Airbus Helicopters H160 Specifications Maximum Seating 12 + two crew

AIRBUS HELICOPTERS Maximum Takeof Weight 5.5-6 metric tons Cruise Speed 160 kt. Powerplant Two 1,100-1,300-shp Turbomeca Arrano 1As Source: Airbus Helicopters

public debut, the blades have been designed to reduce blade-vortex in- teractions and cut external noise by 3-4 db. But they also have improved aircraft performance. Engineers say their use on the H160 delivers an extra 100 kg (220 lb.) of payload over current- generation composite blades. They are fitted to a Spheriflex main ro- torhead made from com- ogies that are more evolutionary than Airbus Helicopters unveiled an posite thermoplastics. revolutionary. H160 mock-up March 3, but the Using an idea first adopted on Sikor- The H160 is Airbus Helicopters’ €1 first prototype is close to first flight sky’s RAH-66 Comanche, the H160’s billion ($1.12 billion) gamble to try to in France. fenestron shrouded anti-torque system retake a firm hold on a market long mo- is canted by 12 deg., which improves nopolized by AgustaWestland. But while platform 120 nm ofshore, complete a lift performance and allows the heli- the aircraft’s sleek design harks back to missed approach and return to land. copter to carry an additional 40 kg of the AS365 Dauphin, which the H160 ul- Cruise speed will be around 160 kt. and payload, compared to the standard timately will replace, it is also supposed maximum takeof weight 5.5-6 metric configuration. While canted tail rotors to represent a substantial change in di- tons. However, the company believes it are fairly common on platforms from rection for Airbus Helicopters, with new can do all of this with an empty weight other manufacturers, Airbus intro- development processes and production 1 ton lighter than the AW139 and im- duced the feature on the EC175, and it techniques benchmarked against those prove fuel economy and direct operat- is now likely to become commonplace of its colleagues building airliners down ing costs by 15-20%. on Airbus products. the road in Toulouse. “The key to this helicopter is effi- Combined use of the five-blade main WorldMags.net 44 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net rotor with the fenestron, along with the because there are all types of opera- The company will begin taking or- separation of the gearbox from the main tional segments that the H160 will be ders in 2016, and the first deliveries structure, means there is no need for a used in.” planned for 2018. heavy active vibration-control system. The H160 will transfer its HUMS Airbus wants to capture around 40% Under the tail boom, the biplane- data wirelessly. Basic customers will be of the medium market, but it will be up configuration horizontal stabilizer is able to check exceedances on a tablet against some stif competition. another unusual feature that has been device that will give the operator a “go, AgustaWestland’s AW139 has virtu- designed to improve the H160’s stabil- no-go” on the measured components, ally monopolized the medium market ity at low speeds. Under the cabin floor, while larger operators will be able to for almost a decade. Around 750 heli- there are no hydraulic components. In- copters are in service, and stead, Airbus has opted for electrical deliveries should exceed landing gear actuation. Airbus Helicopters has the 1,000 mark in 2018. Its Above the cabin and taking lessons success comes from bring- from the gearbox issues that afected invested in new infrastructure ing new technology into a the EC225, engineers designed a sim- market that had lacked in- plified main gearbox, incorporating re- to help mature H160 design novation for many years. dundancy for the oil pumps by adding Airbus Helicopters en- a second independent system within and speed its development gineers are now beginning the gearbox itself. In the event of fail- to design the equipment ure of one, the other can continue to download all the HUMS data from the packages needed for other missions. provide the necessary lubrication and helicopter. Eventually, Airbus wants to A SAR mission-equipped helicopter eliminate the need for an emergency be able to transmit exceedance data in- would feature an electro-optical cam- system. Meanwhile, thermal effects flight so engineers can be ready to begin era under the nose, rescue hoist fit- caused by friction between compo- work once the rotorcraft lands. ted to the starboard side and mission nents have been countered by lowering Compared to other helicopters from console in the cabin. Airbus also envi- the velocity using reduction gearing, Eurocopter and its predecessors, sig- sions a military version—H160M—but limiting the potential for cracks and nificant work is being undertaken on it has not formally launched such a fatigue. To prove the concept, engi- test rigs with the aim of maturing the program. neers built a gearbox and then 3-D- design and accelerating the develop- Meanwhile, the future of the AS365 printed a transparent gearbox case. ment process. Benchmarking itself Dauphin and EC155 are less clear. The They then ran the gearbox to see how against Airbus at Toulouse and the two types will remain in production at the oil would be distributed. speed and progress of the development least until 2018. But the EC155 may live Despite initial plans for two engine of the A350 airliner, Airbus Helicop- on in South Korea if it is selected to options, Airbus has decided to go ters has invested in new infrastructure form the basis of that country’s LCH- with Turbomeca’s Arrano 1A engine, to support this transformation. A huge LAH (Light Civil Helicopter and the shelving the Pratt & Whitney Canada €10 million concrete whirl tower has Light Armed Helicopter) program. (P&WC) PW210E partly because it been built at the Marignane plant so all What is clear is that the H160 is less does not deliver the required levels of the H160’s dynamic components can be of a gamble now than it would have power and also because the addition of tested there on an iron bird called Dy- been had it continued on the course the second engine increases complex- namic Helicopter Zero (DHC0). Test- set by Bertling. Shortly after his ar- ity and cost. ing of DHC0 is due to begin in March. rival in May 2013, Faury reviewed the In the cockpit, pilots will find the He- Meanwhile, the complex electronic X4 program and found that the envi- lionix avionics suite, which is already systems onboard the H160 are being sioned technologies were not ready or installed on the EC145 T2 and EC175 tested on a second rig called System did not add value for the accompany- helicopters. Flight information will be Helicopter Zero (SHC0) in a building ing weight gain. displayed on four 6 X 8-in. multifunc- nearby. All of the helicopter systems The next-generation cockpit had tion displays that can be manipulated are being wired on the SHC0 as they not advanced beyond technology by touchscreen or with a cursor. would be on the real rotorcraft. Since readiness level 5, and while fly-by-wire A Health and Usage Monitoring the rig entered operation in January would have saved a small amount of Systems (HUMS) will be installed as 2014, the team has tested the major- weight, the additional complexity and standard on every H160, but because ity of systems needed for a first flight cost made it impractical. While the of its wide range of missions, Airbus is and has troubleshot some 500 soft- idea of a high-tech, advanced heli- developing a series of tailored options ware snags, including production and copter with a new-generation cockpit so customers with just one helicopter compatibility issues. might have appealed to corporate and can benefit from the system, a capabil- These eforts are part of a drive to VIP customers, it might have proved ity that has only been fully appreciated ensure reliability and availability the a training and maintenance headache by those operating larger numbers of moment the helicopter enters service for larger operators. rotorcraft. with customers. “We are essentially driving the prod- “We are trying to democratize the The H160 flight-test program could uct where our customers expect to see use of HUMS,” says Bernard Fujarski, begin as early as April or May. Three it,” Faury says. “Our customers want senior vice president and head of the prototypes, PT1/2/3, will be used along us to be focused on reliability, availabil- X4/H160 program. “This is important with pre-production PS1. ity and safety.” c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 45 ELECTRONIC WARFARE

WorldMags.netthe latest commercial technology. ACT is developing arrays that can be recon- Active Advance fi gured infl ight across frequency bands and where characteristics such as po- Darpa program leads development of next- larization can be changed in real time. “Moving to digital arrays gives us generation, all-digital active phased arrays the ability to have a software-defi ned RF [radio-frequency] sensor where Graham Warwick Washington we can digitally control every radiating element,” says Bill Phillips, director ctive arrays have brought new capabilities to military of advanced technology at Northrop radar and electronic warfare (EW) systems, with Grumman Electronic Systems. “For increased range and power, agility and sensitivity, many years, the vision of elemental A digital arrays was unachievable; the reliability and multi-function capability. But they also have device technology was not ready. Com- brought higher costs and longer timescales for the development mercial investment in system-on-chip technology has made wide-band digital of new radars and jammers. elemental AESAs feasible.” Industry has tackled the cost issue DARPA AESAs form and steer beams elec- with successive generations of active, tronically by shifting the phase at each electronically scanned arrays (AESA), radiating element in the array. Conven- the latest introducing gallium-arsenide tional phased arrays can form and steer semiconductor technology for increased only one beam at a time, but can switch power and ef ciency. But there is a prob- between beams so quickly, it seems al- lem: Array development is not moving most instantaneous. This allows multiple fast enough to take advantage of advanc- modes to be time-interleaved. With ACT, es in commercial electronics technology. an AESA could digitally generate multi- Pentagon advanced research agency ple simultaneous beams for dif erent pur- Darpa’s Arrays at Commercial Time- poses, from dif erent parts of the array. scales (ACT) program aims to reduce “Arrays will be capable of more things the non-recurring expense of develop- because of digital beam-forming,” says ing a phased array, often 40% of t he Olsson. “A digital array can form as cost, and enable the rapid insertion of many beams as the digital signal pro- new technology. “Current arrays are ex- cessing allows. It can simultaneously quisite, highly customized designs with ACT common module mounts point many beams in multiple directions, very long development timelines. With directly to array to provide digital and also point holes in certain directions. the rapid pace of commercial develop- beam-forming at each element. That is not our reason for pursuing ACT, ment, we struggle to deploy state-of-the- but it is a benefi t of the architecture.” art electronics in phased arrays,” says more digital, enabling common elec- While most operational AESAs have ACT program manager Troy Olsson. tronics to be reused across a range of analog beam-forming, there is a trend to ACT has set out to change the ar- arrays to reduce costs and for those move digital processing closer to the face chitecture of AESAs by making them electronics to be updated rapidly with of the array to reduce cost and increase

has developed and is selling globally; and Eagle Rebirth an infrared search-and-track system to allow the aircraft to better spot airborne USAF fi nally embarks on programs to keep F-15 threats at long distances. Only a decade ago, the Air Force in the fi ght, despite advancing defenses was determined to spend major combat funding only on fi fth-generation Amy Butler Washington aircraft in hopes of swiftly shifting to an all-stealth fi ghter fl eet. Yet the he digital revolution is finally of cials as an inferior aircraft. The air- harsh reality of having only 183 of the catching up with one of the U.S. combat F-15C Eagle and ground-attack twin-engine, air-superiority F-22s pur- TAir Force’s older combat jets. F-15E Strike Eagle will be undergoing chased, coupled with the more than Long ignored by a leadership de- costly makeovers to keep them opera- fi ve-year delay for the F-35’s introduc- termined to focus its resources on the tionally relevant until 2040. tion into service (and a slower pace of stealthy F-22 Raptor and F-35 Joint Core to the F-15’s revival are two fi elding) has forced the service’s hand. Strike Fighter, reality is forcing the ser- key developments: a digital electronic So billions are being poured back into vice to start spending heavily on its ag- warfare self-protection system geared the Eagle and Strike Eagle to keep ing F-15 , disparaged at times by USAF against advanced air defenses Russia them in the fi ght as well. WorldMags.net 46 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst NORTHROP GRUMMAN

flexibility. Some of the latestWorldMags.net AESAs now Olsson, citing RF sample rates in the in development are digital at the subar- 60-gbps range. “Power consumption ray level, but ACT is pushing the tech- has reduced tremendously,” he says. nology all the way to the array element. Another 40-50% decrease is foreseen The program has two technical ar- when the common-module electronics eas. TA1 is focused on digitizing the move to 14- from 32-nanometer nodes receiver/exciter and beam-forming, in the next phase of ACT. and creating a common module that Conventionally, RF is reduced to an can be developed once and reused intermediate frequency before conver- across diferent arrays ranging from sion to digital from analog, but ACT UHF to Ku-band. TA2 is focused on the technology enables direct RF sam- radiating element that gives an AESA pling, which eliminates circuitry. “The its “personality” as a radar or jammer, key is commercial system-on-chip and on making it reconfigurable. technology. You can have many func- The specific frequency, polarization, tions of a chip and eliminate many performance and range of steering components in a system,” says Phillips. angle are frozen into the design of a Raytheon’s Next Generation Jammer “Traditionally, there were A/D con- radiator. “The size, shape and how it pod for U.S. Navy uses AESAs with verter chips and D/A chips. Now you is fed sets its performance,” says Steve gallium-nitride power electronics. can do both and have a digital receiver/ Bernstein, senior technical fellow for waveform-generator on a single chip.” advanced technology programs at Ray- the common module and radiator, while The 24-month Phase 1 of ACT, TA1, theon. “ACT is taking a static piece of other programs are working on reducing has been underway since June 2014, the system and making it tunable and the cost of T/R modules, says Bernstein. following a six-month Phase 0 study. adjustable as the mission changes.” “ACT is developing a common mod- Boeing, Northrop Grumman and Rock- When electronically scanned arrays ule that includes much of what is in a well Collins are designing and building were first developed, they were passive traditional T/R module, and also inte- common modules for testing late this with one power amplifier and one low- grating the receiver/exciter and beam- year. In Phase 2, to begin in June 2016, noise amplifier each. Beam-forming was forming into a single module,” says Phil- industry will have to prove the common analog. AESAs introduced semiconduc- lips. “The common module breaks the modules can be upgraded rapidly with tor technology that took the centralized paradigm of system classifications. You the latest commercial technology, mov- amplifiers and distributed them to no longer have an array just for radar or ing to 14- from 32-nanometer microelec- transmit/receive (T/R) modules at ev- EW. You now have a software-defined tronics within 15 months. ery element in the array. “In a natural sensor that can be a radar in one mode “TA2 is a much more fundamental de- evolution, ACT takes the centralized re- and support EW in another.” velopment efort than the common mod- ceiver/exciter module and decentralizes Digitizing an RF array requires ule, which uses a new architecture, but it, one at every element,” says Olsson. analog-to-digital (A/D) and digital-to- [with] commercial processes and well- Using the ACT architecture, an AESA analog (D/A) converters with high sam- understood materials,” says Olsson. The would comprise the reusable common ple rates and dynamic ranges. “There two areas are independent and are not modules, reconfigurable radiator and, have been tremendous advances in planned to be brought together within between them, simplified T/R modules sample rate and dynamic range from ACT because of the relative technology to amplify the transmitted and received fine-line CMOS [complementary metal readiness levels they will achieve over signals. ACT is focused on developing oxide semiconductor] processes,” says the program’s duration. c

In a clear sign the F-15 will be cen- The company expects its contract for optic towed decoy, according to ACC. tral to conflict, the aircraft also is set the upgrade in August, he adds. The upgraded system should provide to receive a gateway to allow it to com- Today’s TEWS self-protection suite is increased protection by detecting more municate with its newer cousins. “based on 1970s technology and is func- threats more quickly, and providing pi- The plan to upgrade the Tactical tionally obsolete and costly to sustain lots with more options to use in defeating Electronic Warfare System (TEWS) and adapt to future threats,” according them. Saudi Arabia also is buying F-15s on up to 413 F-15Cs and Es will cost to Air Force acquisition officials. Air with a digital electronic warfare system, $7.6 billion to implement. Boeing, the Combat Command (ACC) ofcials say which is already in development. F-15’s manufacturer, is managing the the repair cost for TEWS units has in- Digitization on the battlefield also is so-called Eagle Passive/Active Warn- creased by 259% in the last decade. driving the USAF’s second major F-15 ing Survivability System (Epawss) Epawss installations are slated to upgrade. The proliferation of Digital program as prime contractor. A com- begin in fiscal 2017 to support devel- Radio Frequency Memory (DRFM) petition is underway among major opment and testing work. Initial field- jammers is a key driver behind the electronic warfare providers—likely to ing is slated beyond 2020, the acquisi- push for an infrared search-and-track include Northrop Grumman, Raytheon tion ofcials say. Epawss is scheduled (IRST) sensor for the Eagle, according and, possibly, BAE Systems—with a to include an internal digital radar to John McLaughlin, deputy F-15 pro- source selection expected in May, says warning receiver, a jammer, upgraded gram element monitor at ACC. Boeing spokesman Randy Jackson. chaf and flare, and an external fiber- DRFM systems are able to quickly WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 47 ELECTRONIC WARFARE analyze and replicateWorldMags.net signals and jam The Navy, the last U.S. customer probability-of-detection link. When the them, rendering traditional situational slated to introduce the F-35 into ser- twin-engine air-superiority fighter was awareness systems, such as radar, inad- vice, by February 2019, already has designed, planners expected hundreds equate. That is driving the Air Force to embarked on plans to develop its own to enter service, but with only 183, the use sensors “out of band,” as ofcers say, IRST for its Boeing F/A-18E/F Super fleet is ill-prepared to address some to detect and identify airborne targets. Hornet, selecting Lockheed Martin’s scenarios without the help of legacy For the F-15Cs, that means provid- IRST21 sensor. The service recently aircraft. The F-22 also lacks the ability ing an ability to target an enemy out- approved the system for low-rate to collaborate with the F-35 covertly. side X-band where the plane’s radar production, and fielding of 170 units The first four MAPS pods—car- operates. “A long-wave [IRST] will give should begin in 2017, says Lockheed rying only the communications gate- the F-15C an out-of-X-band solution to Martin spokeswoman Melissa Hilliard. way—are slated to be fielded in fiscal counter the threat and restore a domi- The Air Force is following in the year 2019 with the “IRST-only” version nant air-to-air kill chain,” McLaughlin Navy’s footsteps in fielding an IRST to follow in fiscal 2021, four years after says. As a further sign the Air Force is sensor for all F-15Cs. Once teamed the Navy is slated to field its IRST21. concerned about the jamming threat, on a joint IRST program for the F/A- All MAPS pods carrying the gateway an “out-of-band” sensor is also on the 18E/F and F-15, the two services parted are expected to be in service by 2021. wish list for the F-22, according to ACC ways in 2010, leaving the Air Force on Lockheed Martin has built its Le- briefings. its own and delaying installation until gion pod for the F-15C on the IRST21 These infrared sensors have long now, McLaughlin says. sensor, says Don Bolling, a business been favored by Russia and other mil- The IRST project has been shifted development director there. The 16-in.- itaries, but are being adopted by the under the umbrella of a larger re- dia. pod is slated to include the long- wavelength-infrared sensor as well as some passive radar frequency signal- detection capabilities. Like the company’s Sniper targeting pod, Legion is designed to seamlessly “plug” into its host aircraft on the centerline under the F-15C’s fuselage. It is also supposed Lockheed Martin is building on the U.S. Navy’s IRST21 sensor for its long-wave infrared search-and- track Legion pod for the F-15C.

to feature a proprietary “pod-to-pod” datalink that would allow the threat picture to be shared with others. Bolling says he expects competition from Raytheon and Northrop Grum- man; Boeing declined to identify the participations in the IRST competition. LOCKHEED MARTIN MAPS, not formally a program yet, Pentagon only gradually. quirement to field a communications would proceed separately, according to Because it lacks stealth, the F-15C and gateway pod, called the Multi-Domain Air Force acquisition ofcials. It will F-15E are unlikely to operate in environ- Adaptable Processing System (MAPS), use lessons from the quick-reaction ments the Pentagon describes as “anti- for the F-15C. It should provide a tie to Talon Hate pod program developed by access, area-denied,” a euphemism for the F-22’s covert inflight data link and the Air Force to satisfy an urgent need the most heavily defended airspace, the F-35’s multifunction advanced data in the Pacific. Talon Hate will include often protected with systems designed link. The operational concept calls IRST and a gateway, “providing valu- and built in Russia or China. That is the for stealthy aircraft to fly closer to able feedback for the MAPS program,” job of the stealthy F-22, which is what is threats—collecting intelligence—and McLaughlin said. It will provide a fifth- driving the desire to feed it IRST data. transmitting the data to fourth-gener- to-fourth capability only with the F-22 To date, the Navy’s long-retired F-14 ation jets that can remain safely outside and F-15. has been the only modern U.S. fighter enemy defenses. Boeing is building four Talon Hate to carry a long-wave IR sensor. That ACC still is studying the right mix of pods, which are slated for delivery sensor allows the operator to locate IRST-only pods versus those with the this fall. It is unclear when they will be enemy formations—potentially dis- sensor and the MAPS communications fielded, as the Air Force is managing tinguishing their numbers and type— terminal, McLaughlin says. the modifications needed to the F-15Cs. beyond visual range, allowing for extra MAPS provides a Band-Aid in the Boeing’s original contract for the pods time to engage. Using yet-to-be-devel- USAF’s communications architecture cost $134.6 million, though the program oped gateways, such data also could be because the F-22s were designed to cost is expected to be higher. Air Force transferred covertly to stealthy plat- communicate only with other Raptors spokeswoman said a cost estimate upon forms forward in the fight. via a low-probability-of-intercept/low- completion is not available. c WorldMags.net 48 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst Along with the multi- I See WorldMags.netYou radar, truck-mounted 55Zh6M, NNIRT is Counterstealth ofering the trailered, single-unit 55Zh6UME technologies with VHF and UHF near service antennas mounted back-to-back. worldwide cable datalink to a ground control vehicle. One of the classic draw- backs of VHF is slow scan rate. With the RLM-M, electronic scanning is su- perimposed on mechanical scanning. The radar can scan a 120-deg. sector mechanically, maintaining continuous track through Bill Sweetman Washington BILL SWEETMAN/AW&ST all but the outer 15-deg. sectors. Within the scan ounterstealth technologies, intended to reduce the area, the scan is virtually instantaneous, allowing energy to be efectiveness of radar cross-section (RCS) reduction focused on any possible target. It retains the basic advantages Cmeasures, are proliferating worldwide. Since 2013, of VHF: NNIRT says that the Chinese DF-15 short-range ballis- multiple new programs have been revealed, producers of tic missile has a 0.002 m2 RCS in X-band, but is 0.6 m2 in VHF. radar and infrared search and track (IRST) systems have The principle behind Nebo-M is the fusion of data from the been more ready to claim counterstealth capability, and some three radars to create a robust kill chain. The VHF system operators—notably the U.S. Navy—have openly conceded performs initial detection and cues the UHF radar, which in that stealth technology is being challenged. turn can cue the X-band RLM-S. The Orientir system pro- These new systems are designed from the outset for sen- vides accurate azimuth data (which Glonass/GPS on its own sor fusion—when diferent sensors detect and track the same does not support), and makes it possible for the three signals target, the track and identification data are merged auto- to be combined into a single target picture. matically. This is intended to overcome a critical problem The higher-frequency radars are more accurate than VHF, in engaging stealth targets: Even if the target is detected, and can concentrate energy on a target to make successful the “kill chain” by which a target is tracked, identified and detection and tracking more likely. Using “stop and stare” engaged by a weapon can still be broken if any sensor in the modes, where the antenna rotation stops and the radar scans chain cannot pick the target up. electronically over a 90-deg. sector, puts four times as much The fact that some stealth configurations may be much energy on target as continuous rotation and increases range less effective against very-high-frequency (VHF) radars by 40%. than against higher-frequency systems is a matter of elec- Saab’s work on its new Girafe 4A/8A S-band radars points tromagnetic physics. A declassified 1985 CIA report correctly to ways in which AESA technology and advanced process- predicted that the Soviet Union’s first major counterstealth ing improve high-band performance against small targets. efort would be to develop new VHF radars that would reduce Module technology is important, maximizing the AESA’s ad- the disadvantages of long wavelengths: lack of mobility, poor vantages in terms of signal-to-noise ratio. The goal is signal resolution and susceptibility to clutter. Despite the breakup “purity” where most of the energy is concentrated close to of the Soviet Union, the 55Zh6UE Nebo-U, designed by the the nominal design frequency, which makes it possible to de- Nizhny-Novgorod Research Institute of Radio Engineering tect very small Doppler shifts in returns from moving targets. (NNIIRT), entered service in the 1990s as the first three- New processing technologies include “multiple hypothesis” dimensional Russian VHF radar. NNIRT subsequently pro- tracking in which weak returns are analyzed over time and totyped the first VHF active electronically scanned array either declared as tracks or discarded based on their behav- (AESA) systems. ior. China is taking a similar approach to Russia, as seen at VHF AESA technology has entered production as part last November’s Zhuhai air show. Newcomers included the of the 55Zh6M Nebo-M multiband radar complex, which JY-27A Skywatch-V, a large-scale VHF AESA closely compa- passed State tests in 2011 and is in production for Russian rable to Russia’s RLM-M, developed by East China Research air defense forces against a 100-system order. The Nebo-M Institute of Electronic Engineering (Ecriee), part of the China includes three truck-mounted radar systems, all of them Electronics Technology Corp. (CTEC). Two alternative UHF AESAs: the VHF RLM-M, the RLM-D in L-band (UHF) and AESAs and a YLC-2V S-band passive electronically scanned the S/X-band RLM-S. (Russian documentation describes array radar were also on show. them as metric, decimetric and centimetric—that is, each CETC exhibits indicated a focus on combining active and difers from the next by an order of magnitude in frequency.) passive detection systems, including the flight-line display of Each of the radars is equipped with the Orientir location a large-area directional, wideband passive receiver system system, comprising three Glonass satellite navigation receiv- identified as YLC-20. It appears to be used as an adjunct to ers on a fixed frame, and they are connected via wireless or the CETC DWL-002, which is a three-station passive coher- WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 49 ELECTRONIC WARFARE ent location (PCL) systemWorldMags.net similar to the Czech ERA Vera ment and reduction techniques do not apply. Claims by Jin- series, using time diference of arrival processing to locate dalee’s original designers that the radar could detect the B-2 and track targets. Also shown on a wall chart was the JY-50 were published in the late 1980s and were taken seriously by “passive radar,” which operates in the VHF band. the U.S. Air Force. At the time, however, the service could Previous PCL systems, including Vera, are designed to argue that OTH’s resolution was so poor that it could not exploit active emissions from the target. However, by team- represent the start of a kill chain. Today, however, that low ing PCL and other passive receivers with active radars, the resolution can be mitigated by networking multiple radars, defender creates bistatic and multistatic detection systems, and by using OTH-B to cue high-resolution sensors. which may reduce the efectiveness of RCS-reduction mea- Outside the radio-frequency band, the U.S. Air Force (AW&ST sures that are primarily monostatic. For instance, highly Sept. 22, 2014, p. 42) is the latest convert to the capabilities of swept leading edges are designed to deflect radar signals IRST. The U.S. Navy’s IRST for the Super Hornet, installed in a away from the source, but can create spikes detectable by modified centerline fuel tank, was approved for low-rate initial multistatic systems. production in February, following 2014 tests of an engineering Older and smaller VHF radars development model system, and the such as the NNIRTI’s 1970s-era Block I version is due to reach initial P-18 are being upgraded by at least operational capability in fiscal 2018. five teams: Retia in Czech Repub- Block I uses the same Lockheed lic, Arzenal in Hungary, Ukraine’s Martin infrared receiver—optics Aerotechnica, and organizations in and front end—as is used on F-15Ks Belorussia and Russia. The Chinese in Korea and F-15SGs in Singapore. navy has retained VHF radar on This subsystem is, in turn, derived its newest air warfare destroyers from the IRST that was designed in such as the Type 52C Luyang II and the 1980s for the F-14D. Type 52D Luyang III. The possibil- While the Pentagon’s director of ity of a more modern VHF radar ap- operational test and engineering pearing on the new, larger Type 055 criticized the Navy system’s track destroyer cannot be ruled out. quality, it has clearly impressed the The challenge to stealth posed by Air Force enough to overcome its lower-frequency radars and other long lack of interest in IRST. The detection means has been acknowl- Air Force has also gained experi- edged at higher levels since 2013. ence via its F-16 Aggressor units, U.S. chief of naval operations Adm. which have been flying with IRST Jonathan Greenert has publicly ex- pods since 2013. The Navy plans to pressed doubt as to whether stealth acquire only 60 Block I sensors, fol- platforms constitute a complete an- lowed by 110 Block II systems with swer to the developing anti-access/ a new front end. area-denial (A2/D2) threat, and a The bulk of Western IRST expe- January 2014 paper by the Center BILL SWEETMAN/AW&ST rience is held by Selex-ES, which is for a New American Security noted, the lead contractor on the Typhoon’s “One recent analysis argued that Pirate IRST and the supplier of the there has been a revolution in de- Skyward-G for Gripen. In the past tecting aircraft with low RCS, while year, Selex has claimed openly that there have not been commensurate its IRSTs have been able to detect enhancements in stealth.” The CETC JY-27A Skywatch-V, China’s first and track low-RCS targets at sub- Boeing has promoted the EA-18G VHF AESA, is in production for Chinese air sonic speeds, due to skin friction, Growler’s ability to jam in the VHF defense units. heat radiating through the skin from band, which is built into the cur- the engine, and the exhaust plume. rent ALQ-99 low-band pod configuration (the most modern The U.S. Navy’s Greenert underscored this point in Washing- part of the system) and the planned Increment 2 of the Next ton in early February, saying that “if something moves fast Generation Jammer system. Increment 2 will likely comprise through the air, disrupts molecules and puts out heat . . . it’s an upgrade to the current pod—the best solution to emerge going to be detectable.” from an analysis of alternatives conducted in 2012. A contract These detection improvements do not mean the end of should be issued in 2017 with initial operational capability stealth, in the view of most industry and government sources, in 2024. but they do underlie current plans and discussions for the fu- A diferent kind of radar threat is the very-long-wave over- ture applications of RCS-reduction and other stealth-related the-horizon (OTH) radar, typified by Australia’s Jindalee OTH technologies. For example, the long debate over the appropri- Radar Network (JORN), Russia’s Rezonans-NE, and China’s ate level of stealth technology for the U.S. Navy’s Unmanned OTH systems. Again, processing is the key to increasing the Carrier-Launched Airborne Surveillance and Strike program accuracy and sensitivity of these systems, typified by the Phase has revolved around the development of A2/AD threats. The 5 upgrade to JORN. result is the end of a decades-long misapprehension, widely OTH long-wave radars are inherently “counterstealth” be- held in professional as well as public circles, that there is no cause at very long wavelengths that are close to the physical major diference in stealth performance among various low- size of the target, conventional radar cross-section measure- observable designs. c WorldMags.net 50 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst DEFENSE

WorldMags.netbecause of human rights violations, has Just in Time agreed to pay 20% of KF-X development costs; its participation strengthens the Korean Air Lines, backed by Airbus, argument for a design free from U.S. export control. bids for KF-X development Freedom from export control is not known to be in the DAPA requirements. Bradley Perrett But technical capability of the bidder and price are. If Korean Air Lines can wo days before deadline seems to major U.S. systems. persuade assessors that it is as techni- be an odd time for stitching togeth- The company does not have a final cally able as KAI, despite having a much Ter a bid to develop an advanced agreement with Airbus on cooperation. smaller engineering organization, then fighter. But that is how much time was That will follow their current memo- cost and therefore the bid price should left last month when Korean Air Lines randum of understanding (MOU) only be critical. If the proposal is based on Co. secured Airbus as a technical part- on confirmation of a win by Korean Air the Typhoon, yet somehow presented as ner for its bid to develop South Korea’s Lines, says the European manufacturer. a new design, as DAPA requires, then KF-X indigenous combat aircraft, even Sounding more polite than enthusiastic, development should be cheaper. though the program has been a prospect Airbus explains its participation as pro- Korean Air Lines agreed to cooper- for more than a decade. viding support to a major customer who ate with Airbus because the DAPA is Just a few weeks before respond- asked for help. Korean Air Lines, whose requiring a foreign company to supply ing to that second and final deadline airline division uses Airbus aircraft, did technical assistance, an ofcial of the on Feb. 24, Korean Air Lines was also not respond to Aviation Week’s inquiries. Korean company tells the Yonhap news negotiating with Boeing. And the South Airbus and Korean Air Lines con- wire. “Further discussions will take Korean company seems not to have de- place later to set details on technologi- cided to make a run for the program un- cal cooperation and investment,” that til late last year, when industry ofcials ofcial says. said it was talking to the two possible The South Korean defense ministry foreign partners. Its competitor is Ko- rea Aerospace Industries (KAI), which In 2013 or earlier, Airbus, then known appears much better prepared and is as EADS, proposed a twin-fin version backed by Lockheed Martin. of the Typhoon for KF-X.

AW&ST ART DEPARTMENT

The Defense Acquisition Program cluded their MOU for the joint bid on proposes to buy 120 KF-Xs. Indonesia Administration (DAPA) is due to choose Feb. 22. A week prior, the airline had has said it would buy 50. With such a a preferred KF-X airframe contractor not chosen a powerplant for its pro- small production run for the two home this month and confirm the final selec- posed fighter, and even now no engine countries, exports are clearly essential tion around July. The finance ministry choice has been announced. KAI has not to viability. has approved 8.8 trillion won ($7.99 chosen an engine, either, but with more KAI has been the expected prime billion) for developing KF-X, but only time and a well worked out preliminary contractor for KF-X, because it has a parliament can appropriate the funds. design from ADD, it must have gone larger engineering organization and far Absence of technical detail adds to much further in defining its propulsion more experience in combat aircraft de- the impression that the Korean Air requirements. Korean Air Lines is likely velopment than Korean Air Lines. With Lines ofer is somewhat makeshift. The to have received only standardized sets much help from Lockheed Martin, KAI company, whose manufacturing divi- of price, terms and specifications from developed the supersonic T-50 trainer sion would undertake the work, says its engine suppliers, based on their earlier and combat derivatives. proposed fighter would be “better than competitors elsewhere. Lockheed Martin is KAI’s technical the Eurofighter Typhoon,” which some Eurojet, owned by Rolls-Royce, MTU, support partner for KF-X because it is Airbus units helped to develop. The of- ITP and Avio Aero, says it is working required to back the indigenous pro- fer is presumably not the KF-X design with KAI, Korean Air Lines and Sam- gram in return for an order for 40 F-35 which the defense ministry’s Agency sung Techwin, the likely manufacturer Lightning fighters. If Korean Air Lines/ for Defense Development (ADD) has of the KF-X engine. The promise of free- Airbus win, Lockheed Martin would been working on for about a decade and dom from U.S. export licensing suggests likely be relieved of that responsibility. which is the basis of KAI’s proposal. If Korean Air Lines is not considering the Doubts about the role of Lockheed Mar- Korean Air Lines had the same plan, General Electric F414, the only U.S. tin contributed to Boeing’s decision in there would be no harm in saying so. powerplant of a suitable size for the January or February to opt out of the Korean Air Lines adds that its two-engine fighter. bid. For a time, it seemed possible the KF-X would be free from U.S. export Indonesia, which was subject to a U.S. company and Airbus would to- control, which means it can have no U.S. arms embargo as recently as 2005 gether back the Korean Air Lines bid. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 51 DEFENSE

WorldMags.netbehind us,” the defense source says. An Missed Intercept additional senior source adds, “This is why we conduct tests—to learn about Arrow 2 failed to hit target in September test potential problems in our system.” The Arrow-2, produced by Israel Alon Ben David, Tel Aviv Aircraft Industries and Boeing, is designed to engage Syrian Scud-type and srael has been a world pioneer in de- Despite an aborted test of Iranian Shahab medium-range ballis- veloping and deploying missile de- the Arrow-3 missile defense tic missiles in the upper layers of the Ifense systems, but its programs have system in December 2014, atmosphere. But fearing that those suf ered two setbacks in recent months. the Arrow-3 interceptor test was missiles could one day carry non-con- And after months of vague statements, successful early in the year. ventional warheads, Israel is already Israel has fi nally acknowledged that its developing a higher-tier defense, the Arrow-2 antiballistic missile system Arrow-3, designed to intercept incom- failed a September 2014 intercept test. ing missiles outside the atmosphere, The Israeli defense ministry also says a which would provide time for two or December 2014 test of the Arrow-3 sys- three interception attempts against tem was aborted due to a malfunction every incoming missile. in the target missile. After successfully completing two Developed jointly by Israel’s Missile fl y-out tests, the Arrow-3 had its fi rst Defense Organization and the U.S. intercept test on Dec. 16. This time, Missile Defense Agency (MDA), the a more sophisticated Sparrow-type system was declared operational in target was launched from a greater 2000. Ever since, Arrow has under- distance above the Mediterranean. gone constant hardware and software “It was a unique target, generating improvements to counter emerging minimal fragmentation and designed ballistic threats in the region. to lower the risk of collateral damage During the 17th intercept test of the to ships and aircraft traveling in the system, on Sept. 9, the Arrow-2 was area,” the defense source says. launched against a Rafael Defense Sys- Using the same Elta Green Pine ra- tems’ Silver Sparrow target missile. It dar as the Arrow-2, the system detected was lofted from an F-15I fi ghter above and tracked the target as it ascended the Mediterranean, simulating an Ira- above the atmosphere. When the re- nian Shahab ballistic missile. The Ar- entry vehicle was separated from the row’s radar detected and tracked the engine, a malfunction occurred and the incoming target as it fl ew eastbound test’s directors decided to abort and not and launched the interceptor from the launch the interceptors. “Conditions Israeli shore. The Arrow-2 IR sensor were not ripe to conduct the test,” an acquired the target and navigated to Israeli defense statement said. engage it. It fl ew by the target, initiat- Following the “no test,” Israel will ing the proximity warhead, but it failed conduct another interception test of to destroy the warhead. the Arrow-3 this year. It is hoping to After the test, the Israeli defense achieve initial operational capability ministry and MDA announced that in 2016. the Arrow-2 had “performed its fl ight Parallel to the Arrow-3, ef orts are sequence as planned.” They added that underway to complete the middle-tier “the results are being analyzed by pro- missile defense system, David’s Sling. gram engineers.” Developed by Rafael and Raytheon, Da- Russian radars detected the target vid’s Sling is designed to counter short- missile falling into the Mediterranean range ballistic missiles, long-range rock- some 200 mi. west of the Israeli shore, ets and cruise missiles. Already tried according to a spokesperson for the successfully against numerous types of Russian defense ministry. rockets, the fi rst David’s Sling system is Sensors on the target missile imme- expected to be delivered to the Israel air diately indicated it was not damaged, force late this year. but Israel’s defense ministry only now Israel will eventually deploy a four- has confi rmed that the system actu- U.S. MISSILE DEFENSE AGENCY layer missile defense alignment, with ally failed. “It took us three months to the Arrow-3 as the upper tier, Arrow-2 discover what exactly failed in tests,” a erational system capability,” Aviation below that and then David’s Sling. The senior Israeli defense source says. Week has learned that measures were lowest tier will be the combat-proven While the initial U.S.-Israeli an- taken to fi x the problem in Israel’s ex- Iron Dome system, which has been nouncement stated that the test re- isting arsenal of Arrow-2 interceptors. used to counter rocket attacks from sults “have no ef ect on the Israeli op- “Everything was fi xed, and this event is Gaza. c WorldMags.net 52 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst UNMANNED SYSTEMS

WorldMags.netgineer at Rockwell Collins’s Advanced Linking Unmanned Technology Center. “We want to look at performance and other considerations Certifi able command- for the radio being deployed on larger scales, including beyond-line-of-sight and and-control data link broader ground-based architectures.” Deploying CNPC with UND would within reach for civil also make the data link available to the unmanned aircraft Northern Plains UAS Test Site in North Dakota, one of six FAA-approved sites for civil UAS research. “We would like to have it as an asset within the UAS test site for other entities to use and give us feedback,” Vogl says. The two-year project is being funded by Rockwell Collins and UND, each providing $500,000. “We are taking an incremental approach,” says Vogl. “This year, we will do an initial in- A CNPC link will be stantiation and work through tested fi rst in the the logistics with UND and the SandShark (inset), and test site. Next fiscal year, we later in the long-range UNIVERSITY OF NORTH DAKOTA will build out a larger network ScanEagle. and investigate beyond-line-of- sight.” Flights are to begin from Lakota, North Dakota, in June, using the NORTHROP GRUMMAN Graham Warwick Washington Northrop Grumman SandShark vehicle employed by UND to provide UAS evelopment of a certifi able data by SC 228, by testing the radio against operator training. A larger Insitu Scan- link for command and control of the standard,” says John Moore, CNPC Eagle may be used later. “Using real Dcivil unmanned aircraft is enter- principal investigator. Development of UAS will provide fi delity for the system ing the final stages, with NASA and the prototype waveform is being funded aspects we want to test,” says Vogl. Rockwell Collins planning to fl ight-test by the manufacturer and NASA. UND plans to install the ground ra- a fi fth and fi nal generation of prototype RTCA is scheduled to release the dio on the tower to provide longer line- waveform this summer. draft MOPS for the civil C2 link in July. of-sight range, and work is underway to The avionics manufacturer, mean- Following V&V testing, the final per- obtain certifi cates of authorization from while, is cooperating with the Univer- formance standard is planned to be re- the FAA for the testing. “We have the sity of North Dakota (UND) on a jointly leased in July 2016. The FAA will then small SandShark available to us . . . and funded research project to extend build the MOPS into an avionics certifi - have access to a couple of ScanEagles testing of the link to larger networks, a cation document, or technical standard at the university that we would like to wider geographic area, more users and order, to be published in the fall of 2017. use,” says Doug Olsen, associate direc- dif erent classes of unmanned aircraft. Rockwell Collins has been working tor at UND. “ScanEagle has signifi cantly Research on the Control and Non- with NASA on the prototype CNPC improved range and performance versus Payload Communications (CNPC) data waveform since 2011. “When we start- a small UAS, but we are still working link is supporting efforts by avionics ed, there was no MOPS and no SC 228. though the logistics.” standards developer RTCA to defi ne a Since SC 228 stood up [in 2013] there So far, fl ight tests have used a mili- command-and-control (C2) link using has been a refi nement of data rates, but tary software-defi ned radio to host the C-band and L-band frequency spec- not a fundamental rebuild. We believe CNPC waveform, but Rockwell Collins trum reserved for unmanned aircraft we are close,” says Moore. has fi nalized a cooperative agreement systems (UAS). Flight-testing has involved NASA with the FAA to produce a small form- RTCA Special Committee (SC) 228 is Beechcraft T-34 and Lockheed S-3 factor radio to fl y this summer in the developing minimum operational per- aircraft acting as surrogate UAS, with agency’s ScanEagle UAS. “NASA has formance standards (MOPS) for the a ground station controlling them agreed to expand their testing to in- civil-certifi able C2 link. Final require- through their autopilots, via the CNPC clude this radio,” says Vogl. ments for the MOPS are expected this link, but with safety pilots on board. Key to the CNPC is its narrow month, allowing Rockwell Collins to “Working with UND will give us an bandwidth, which is required to al- begin design of the fi fth and fi nal spiral operating area to extend testing into low multiple civil UAS to share and of the CNPC waveform. broader capabilities,” explains Moore. reuse the spectrum available. The ex- “Development and test this summer “We want to instantiate CNPC within pectation is that up to 10-12 aircraft will provide V&V [verifi cation and vali- larger networks than under the NASA will share sets of frequencies within dation] of the MOPS being developed program,” says Tom Vogl, project en- a geographic cell. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 53 SPACE TELECOM WorldMags.net Light Touch European, U.S. laser comm suppliers eye Silicon Valley’s satellite broadband plans

Amy Svitak Paris and Frank Morring Jr. and Graham Warwick Washington

atellite Internet startup Teledesic Corp. failed in the late 1990s largely due to technical setbacks. But one Sof its key vendors—a small German supplier of laser communications technology—has pressed on and could be uniquely poised to support Silicon Valley’s renewed interest in space-based global connectivity.

With companies such as Google, One- experimental LCT aboard Inmarsat’s finalized plans to Web and LeoSat planning rival constel- Alphasat commercial communications fund the com- lations of hundreds, or even thousands satellite and an operational terminal pletion and of low-Earth-orbit (LEO) broadband on the European Sentinel-1A synthetic launch of a sec- spacecraft, some of which may utilize aperture radar spacecraft launched last ond geostationary laser comm for inter-satellite links, year. Alphasat then relays the data in data relay payload, EDRS-C, to launch Tesat Spacecom of Backnang, Germany, Ka-band to the ground. on the Hylas-3 telecommunications sat- could see its persistence pay of. With their shorter wavelength, laser- ellite owned by Avanti Communications A subsidiary of Airbus Defense based data transmissions ofer several of London. and Space, Tesat has spent the past advantages over conventional radio fre- A third and final commercial LCT quarter-century maturing high-band- quencies (RF), including the ability to node, known as EDRS-B, could be width optical communications for achieve higher data rates than radio sig- launched in the future to give the sys- inter-satellite transmissions, an efort nals for the same aperture. Laser ter- tem global coverage, although the 22-na- that is starting to bear fruit: This year, minals tend to be lighter than their RF tion ESA has not funded the efort. Tesat’s first commercial laser com- counterparts, and laser beams require Tesat has also teamed with General munications terminal (LCT) is set to less power for data transmission. Due Atomics to cofinance a demonstra- enter operational service under the to the higher efciency and low beam tion of ground-to-GEO and aircraft- European Data Relay Service (EDRS). divergence of a laser, the link is a secure to-GEO links using Alphasat and an The public-private partnership valued point-to-point connection. Laser optics MQ-9 Reaper unmanned aerial vehicle at around €600 million ($643 million) also eliminate the need to coordinate (UAV), with trials planned in 2016 and is cofinanced by Airbus, the European RF spectrum allocation with regulators. 2017, respectively. Union and the European Space Agency The downside of laser comm is that “We are flying over 65 Predators and (ESA) and is already delivering very the beams cannot penetrate clouds, Reapers at all times around world. If we high data-rate, bidirectional relay be- and transmissions are easily disrupt- bundled up all the data, all the video and tween remote-sensing satellites in LEO ed or terminated by dust or other at- [command and control] C2 on those and the ground, via a satellite in geosta- mospheric elements, making optical aircraft, that would still be only 40% of tionary orbit (GEO). communications better suited to the the bandwidth that we have on a laser “It started with Teledesic, but the vacuum of space. communications terminal,” says David German Aerospace Center DLR and Tesat is now under contract to de- Robie, director of electro-optical sys- Tesat have stuck with it, and now it’s the velop additional LCTs for future Senti- tems at General Atomics. “That gives policy of Germany that laser comm is a nel spacecraft and is producing four per you an idea of what the potential is.” core capability in space,” says Matthias year using its standard 1,064 nanometer The partnership stems from a U.S.- Motzigemba, head of laser products at wavelength and BPSK modulation. The German government initiative in 2008 Tesat. “We have been taking the difer- company is also preparing to launch its to test space-based laser links between ent intermediate steps over 25 years to first commercial LCTs as hosted pay- the U.S. Missile Defense Agency’s Near develop the product we have today.” loads on commercial communications Field Infrared Experiment (Nfire) and Through EDRS, Tesat has been spacecraft, starting with EDRS-A on Germany’s TerraSAR-X radar space- demonstrating optical links with LEO- the Eutelsat 9B satellite this year. craft. The long-running experiment— to-GEO laser transmissions using an Airbus, ESA and the EU also recently demonstrating the ability of the plat- WorldMags.net 54 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.netNASA’s Laser Communications frequencies and waveforms compatible Relay Demonstration could fly as with terrestrial fiber-optic networks. soon as 2018. System capacity will be 6 tbps, and minimum performance level 100 giga- tions and Navigation (SCAN) program bits up and down. The company’s busi- ofce. It will use the same ground sta- ness plan is to locate ground nodes tions at White Sands, New Mexico, and where undersea cables and fiber-optic Table Mountain, California, used in the networks come together and ofer tele- Ladee demonstration, upgraded with com carriers a way to extend their long- adaptive optics to permit even faster haul networks at lower cost. signaling through the atmosphere. The hybrid fiber/laser nature of La- Despite the challenge of cloud cover ser Light’s network is key to circum- and atmospheric interference, that venting weather. As the footprint of kind of bandwidth has attracted a lot each MEO satellite covers a continent- of commercial interest. SCAN received size area, there will be multiple ground so many responses to a request for in- nodes in sight at all times, all connected formation on possible experiments to to a terrestrial fiber-optic network. include in the LCRD payload that “we “Say we have to deliver service from plan to have something like a guest Hong Kong to Marseilles,” says CEO investigator program on the mission, Robert Brumley. “If Marseilles is im- where industry can come in and try pacted by weather, then the system au- some things,” says Cornwell. tomatically acquires the ground node in

SPACE SYSTEMS/LORAL CONCEPT Also in the works is an LCRD pack- Milan and drops the data there, where it age for the International Space Station, goes by the lowest-cost, lowest-latency forms to establish a laser link at a to gather data that could support the terrestrial route to Marseilles.” This will distance of 40,000 km (25,000 mi.) and hoped-for commercial infrastructure be done automatically using algorithms transmit data at 5.6 gbps—is expected NASA is trying to foster in LEO in the for which patents are pending, he adds. to end this year. coming decade. “Once you show that “We will have transport agreements As Europe makes headway in the area you can master the atmosphere and the with other carriers—and something to of inter-satellite links, NASA is develop- pointing and the acquisition and track- ofer them to ofset when they are of- ing new technologies that could bring ing, there’s nothing that then says you net,” he says. high-bandwidth laser signals down to couldn’t launch a system that could do To demonstrate the capability on the Earth. The U.S. space agency sent laser 100 gbps or a terabit per second from ground, Laser Light plans to build the signals from the Moon to Earth with the the ground up to the sky,” he says. High Articulation Laser Optics (HALO) Lunar Atmosphere and Dust Environ- Weather is likewise the elephant in Center with a 100-gbps hybrid fiber- ment Explorer (Ladee) in 2013 and is the room whenever Laser Light Com- laser-ﬁber loop to validate free-space preparing to demonstrate a high-band- munications’ plans for an end-to-end optics performance and interoperabil- ity with terrestrial ﬁber-optic networks. Laser Light is using free space optics technology developed for the U.S.

U.S. AIR FORCE Air Force’s canceled Transformational Satellite Communications (TSAT) program, and in 2014 selected one of the companies involved in TSAT, Ball Aero- space, to supply its laser-comm payload and of-the-shelf satellite bus. The ground-segment provider will be announced shortly, says Brumley. Both suppliers have signed fixed-price con- Tesat Spacecom and General satellite system are discussed. But the tracts. The first customer to sign up is Atomics will demonstrate laser company has an answer, tied to its plans regional carrier Hong Kong-based Pac- links between an MQ-9 Reaper and to be a long-haul telecom carrier that net Services Asia Pacific. Inmarsat’s Alphasat in GEO. uses space as its medium. Brumley says the system will use Although Laser Light has yet to se- the same 196.5-THz frequency and width point-to-point laser-comm link via cure a major financial backer, the U.K.- 1525-1550-nanometer wavelengths as a hosted payload on a GEO commercial based startup plans 8-12 satellites in terrestrial fiber optic. “In terrestrial communications satellite. medium Earth orbit (MEO) and up to communications, the further you push The Laser Communications Relay 100 ground nodes connected by a lattice data on the transport layer the more Demonstration (LCRD) is to fly on of fiber-optic links creating continent- expensive it gets,” he says. “It’s an oper- a to-be-determined Space Systems/ sized wide-area networks. Data will ating expenses challenge. With our sys- Loral spacecraft late in 2018 or early go by laser beam from ground node to tem, the further you go the cheaper it 2019, says Donald Cornwell, technology satellite, spacecraft to spacecraft, and gets because of the operating efciency director for NASA’s Space Communica- satellite to ground node with speeds, of the satellite.” c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 55 SPACE TELECOM

WorldMags.netits own constellation of more than 100 Landgrab in Space satellites in LEO for Internet trunking. These proposals have prompted com- As Silicon Valley moves into the satellite sector, parisons with Teledesic and SkyBridge, two well-financed ventures in the late established players see competition, opportunity 1990s whose visions of delivering high- speed broadband to the masses were Amy Svitak Paris thwarted by technical setbacks. Parallels have also been drawn with ajor satellite operators are and even S-band frequencies. more contemporary ventures, notably being asked to defend their “It’s going to be competitive, obvi- O3b Networks based in Britain’s Chan- Mbusiness plans against the ously, because it is a very attractive nel Islands. Co-founded by OneWeb’s possible arrival of hundreds and poten- marketplace,” says Rupert Pearce, Greg Wyler, O3b operates a constella- tially thousands of low-Earth-orbiting chief executive of London-based motion of 12 Ka-band broadband satellites Internet satellites over the next de- bile satellite services provider Inmar- in an unusual medium Earth orbit, decade, although most say they are not sat, which is in the midst of deploying livering Internet trunking and mobile worried about the likes of Facebook, a geostationary constellation of all- backhaul to large telecom companies, Google and OneWeb eating into their Ka-band Global Xpress satellites that and high-speed broadband to the mari- profit margins. will deliver seamless, high-throughput time and energy sectors. Backed by fixed satellite services operator SES of Luxembourg, O3b is an

INTELSAT example of the collaborative opportunities new satellite Internet constellations present to existing players, even as most agree the entry into service of new LEO networks is unlikely in the current decade. “Certainly we think there’s a place for GEO in these new applications, because only a few require lower latency, and maybe GEO combined with LEO would be attractive for certain applications,” says Stephen Spengler, incoming CEO of Intelsat, a provider of mostly fixed satellite services to government and commercial customers that is developing the new Epic high-throughput family of satellites in Ku-, C- and eventually Ka-band set to begin launching early next year. But Spengler says he is skeptical that Google and OneWeb can ofer operational services anytime soon. Intelsat’s first EpicNG satellite is scheduled to launch in early 2016. “I’m sure they’re going to continue to work through the bugs, but it’s going to Instead, established satellite service broadband globally to civil and govern- take a long, long time to do it.” players have largely welcomed Silicon ment customers for aircraft and ship Michel de Rosen, CEO of Paris- Valley’s sudden interest in the space connectivity. “There’s a lot of opportu- based Eutelsat, agrees, asserting con- sector—including some fleet operators nity, and aviation connectivity isn’t the stellations of hundreds or thousands who see the potential to collaborate only area. [The fast-growing markets] of LEO satellites are years of as they with new low-Earth-orbiting networks. are attracting serious players.” grapple with feasibility and cost chal- At the same time, however, these In the last five months, the Interna- lenges. In a Feb. 12 conference call with operators are designing satellites tional Telecommunication Union has investors he cited a litany of obstacles that in some broadband markets— registered at least six LEO communi- such constellations must surmount: notably aviation and maritime—will cations satellite constellations, several “Complexity and cost of ground an- provide many of the same services the of which resemble those proposed in tennas, both for tracking and handover proposed low-Earth orbiting constel- January by SpaceX and OneWeb, on the end-user side; the cost of the lations are targeting (see page 59). companies backed by Silicon Valley fi- ground segment; the go-to-market ap- Several fleet operators are already nancing from Google and chip-maker proach, particularly in emerging mar- making headway in offering global, Qualcomm, respectively. Since then, kets; regulatory uncertainty regarding high-throughput broadband, par- a company dubbed LeoSat recently spectrum and country licensing; and ticularly aeronautical, a sector that hired Vern Fotheringham, the founder unknowns such as increased risk of exploded last year with a gamut of and former CEO of flat-panel antenna space pollution,” he told investors. “In connectivity oferings in L-, K -, K -, builder Kymeta Corp., and is planning that context, we believe market entry a u WorldMags.net 56 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net

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Wyler, however, says his start-up and other LEO constellations, and does Still, he said, multiple challenges to venture intends to begin launching not exclude the potential to become in- LEO constellations persist. prototype spacecraft beginning in volved in the segment in the long term. “Basically you are going to end up early 2017, with the full constellation “But our focus is KA-SAT and high- with highly integrated satellite pay- to be operational in early 2019. throughput payloads on conventional loads which are a lot more integrated “There will be a lot of benefits we satellites,” de Rosen said in February. than what you see in current-genera- can provide from the system prior to “We have proven technologies already tion technology,” he said. “If you just the full constellation being active,” available and where demand is signifi- look at efficiency measures, bigger says Wyler, whose company is backed cant: The high-throughput payload satellites that have more payload are by Virgin Group and chipmaker Qual- on Eutelsat 65WA, pre-sold two years going to be more efcient than satel- comm, both of which will contribute ahead of launch to Echostar, for ex- lites with little payload.” technological know-how to the efort. ample.” Dankberg said there is also the con- In an interview Wyler acknowl- U.S. satellite operator ViaSat Inc. cern that manufacturing large num- edged the challenges to satellite inter- also expects to play a role in emerging bers of satellites is a byproduct of the net constellations, notably the issue satellite Internet constellations. In 2011 limitations of the ground segment. of spacecraft “handover” to tracking the long-time ground-terminal supplier “If I want to have a reasonable antennas on the ground or aboard ve- ground terminal, I need hicles, including aircraft and ships. But hundreds or thousands [of he touted the fundamental benefits of “Bigger satellites that have spacecraft] in order to have LEO constellations, notably the fact reasonable look-angles to that his spacecraft will operate 36 more payload are going the satellite,” he said. “Then times closer to Earth than a satellite there is also the issue of geo- in geosynchronous orbit (GEO). to be more efficient than graphic distribution of the “The result of that is one, our laten- bandwidth. Those are sort cy is lower, so the performance of the satellites with little payload.” of hard economic problems web is much better and snappier,” he independent of whether the says. “Second, because it’s closer, the technology works.” antennas can be smaller.” launched its own spacecraft, ViaSat-1, David McGlade, Intelsat’s outgo- In addition, a variety of antenna to supply high-speed consumer Ka- ing chief executive, says in addition to technologies are available for what band broadband in the U.S. and multi- technical challenges, much remains to Wyler says is, in efect, a stronger sig- megabit-per-second links for aero- be clarified as to the business models nal due to this short distance. nautical connectivity. With the launch for satellite Internet. He notes that the “It doesn’t mean higher power from next year of a second and even larger motivation for new entrants, particu- the satellite but just that it is closer, so spacecraft, ViaSat-2, the company will larly Google and Facebook, appears the antenna sizes can change dramati- team with Eutelsat to stretch coverage rooted more in philanthropy than cally,” he says. “We’re designing inter- between North America and Europe profit, at least in the near-term. nally a number of diferent antennas using KA-SAT. “The real point is to access the two- and looking at options for different ViaSat CEO Mark Dankberg says billion-plus people in the world who types of vehicles in a range of uses.” so far, the company’s Exede in the Air have limited or no connectivity, and it Although OneWeb is targeting aeronautical broadband ofering has allows these providers to hopefully do emerging markets in remote parts of the had good take-up with both United good things for the world and maybe globe, Wyler says his company plans to Airlines and JetBlue. As such, Dank- make some money along the way,” introduce aeronautical broadband ser- berg says he questions the benefit of McGlade says, asserting Intelsat has vice, and is exploring opportunities with Internet constellations in LEO, given been delivering services to the develop- terminal and antenna supplier Honey- the capacity of much larger broadband ing world for years. Still, he said, “we well Aerospace to equip the full range payloads in GEO or planned to launch needed better technology, with more of aircraft—from private airplanes to in the next few years. cost-efective platforms, and that will jumbo airliners and combat jets. “We’ve invested a bunch in the GEO be part of the evolution of Epic as we “Because the satellites are closer, stuf, and have really good metrics for continue to develop market share and and the antennas can be smaller, it what we can achieve,” he said in Febru- go after new applications.” opens up the connectivity for lots of ary. “We’ll be bringing that to market Wyler says his reason for building diferent types of aircraft,” says Carl in a time frame that is probably sooner the constellation is aimed at emerging Esposito, vice president of marketing than the LEO systems will.” markets and connecting the digital and product management at Honey- That said, ViaSat has had a hand in have-nots. “The initiative is to enable well. “We think the antenna technol- every LEO and MEO ground segment afordable access for everyone and re- ogy will enable us to equip three to five in existence today, and is likely to team ally take the question of connectivity times more types of aircraft than we with companies seeking to deploy new and availability of the table, so every- can with today’s systems.” satellite Internet constellations in LEO. one has the option,” he said. “We hope Eutelsat’s de Rosen, whose company We’re pretty vertically integrat- in the next few years to step beyond ‘is ofers 90 gbps of high-throughput ca- ed and feel we have good technol- it available?’ and to step into ‘what do pacity with its KA-SAT K -band broad- ogy there,” he said, adding that ViaSat you do with it?’” c a WorldMags.net 58 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.netin orbit,” says Intelsat Chief Technical Increasing Flexibility Ofcer Thierry Guillemin of the new Boeing-built Epic line of spacecraft. “Once in orbit, you want to define Fleet operators backing new generation the satellite’s connectivity from the of software-defined spacecraft ground, where you want the power to be in the coverage, and how you want Amy Svitak Paris the coverage to be shaped.” With six EpicNG satellites under ommunications satellites are performance for the terminal on the contract, Guillemin says the plat- living longer in orbit, a techno- ground, Eutelsat Quantum is the only form will evolve in stages, starting in Clogical advance that is a mixed way you can really match that very ef- Ku-band with Intelsat 29e. Slated to blessing for fleet operators, given that ficiently,” says Jacques Dutronc, the launch in early 2016, it will offer full payload processors flying aboard such company’s chief development and in- connectivity between spot beams. spacecraft can become outmoded in novation ofcer. “No other satellite has this kind of as little as five years. Today, commu- Slated to launch in 2018, Eutelsat connectivity in the world,” he said. “It’s nications satellites are equipped with Quantum will feature a phased-array what gives us the backwards compat- antennas designed for a specific fre- antenna that will enable controllers to ibility of Epic and makes it possible to quency plan and coverage area over direct beams independently through integrate it completely with the rest of certain regions, an approach that can ground commands, marking a step in our fleet.” leave fleet operators tethered to a the direction of truly software-defined Subsequent EpicNG satellites will single business case during the space- payloads that Dutronc and other fleet introduce the ability to move power craft’s 15-20 years in orbit. chief technology ofcers say are not far around within coverage areas based With the advent of software-defined of on the horizon. on changing demand, and ultimately to shape coverage from the ground. In the future, he says fully software- defined satellites also hold the promise of changing procurement models. “If I have the ability to define spacecraft completely in orbit, it means the manufacturers are able to build the same model of spacecraft over and over, and then the operator will config- ure it after its launched,” he said. “That means the manufacturer does not need The U.K. has pledged €60 million to wait for my order for building the spacecraft.” ($75 million) for Eutelsat Quantum, Martin Halliwell, chief technology a 2017 demo. ofcer at Luxembourg-based SES, says he envisions a fully software-defined EUTELSAT payload that would allow spot-beam payloads, however, such satellites In addition, Dutronc says because reuse and reallocation on both a geo- could be directed to various orbital portions of Eutelsat Quantum’s Ku- graphical and service-level basis. slots from the ground, while their band frequency can be paired, the “Say you have a high-throughput- power and bandwidth are reconfigured satellite class will easily overcome like laydown of beams and you have in orbit. regulatory barriers in diferent regions an aircraft with a mobility data pack- Paris-based Eutelsat is taking a step governed by the International Tele- age flying through the beams; once toward such a capability with the new communication Union (ITU), which it’s left a beam, what do you do with Eutelsat Quantum class of satellites assigns radio frequency spectrum to that beam?” Halliwell asks. “What I being developed with co-financing fleet operators. would like to do is be able to take that from the U.K. government. “Depending on the ITU filings un- resource—the beam, the coverage, the Led by prime contractor Airbus der which you’re operating, you can power, the activity in there—and put Defense and Space, which is providing adapt to the market change, you can it back into a pool to be reassigned.” the payload, and Surrey Satellite Tech- use beam hopping for all kinds of ap- Halliwell says this approach could nology Ltd. of Guilford, U.K., which is plications and be extremely versatile enable multiple layers of service-level supplying the small geostationary sat- to a level that the satellite industry has agreements with mobile broadband ser- ellite platform, the Ku-band Eutelsat never been able to ofer,” he said. vice providers, who could make band- Quantum will allow coverage areas to Fleet operator Intelsat is also shift- width connectivity available either on be redefined via software uploads in ing to more flexible payload capabili- a demand or primary-allocation basis. response to shifting service demand. ties with its new line of EpicNG high- “So it would be a flexible payload, “When you don’t know tomorrow throughput satellites. and the next stage from that is almost what region to serve and how much “We are introducing more and more a cognitive payload that decides where bandwidth you need and how much flexibility to reconfigure a spacecraft best to use the bandwidth,” he says. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 59 SPACE

WorldMags.netThe Italian-built module would remain berthed at ISS for ‘Extensible’ the crew to unload and refill with trash. It would be discarded for destructive reentry after several months, and replaced with Lockheed, MDA, Thales Alenia team a fresh load of cargo arriving in a new module delivered by the Jupiter. But under Lockheed Martin’s ambitious plan, that on ISS and deep-space cargo carrier would just be the beginning. “What we’re envisioning here is something that we think has Frank Morring, Jr. Washington commercial application well beyond ISS,” says James Crocker, vice president and general manager for the space systems n international team headed by Lockheed Martin hopes company’s new international unit. “In fact, on these missions to parlay a modular “general-purpose space utility ve- themselves, one of the things we have put in our proposal is Ahicle” it has proposed for NASA’s second-round com- how we will reduce the cost to NASA and share the profits mercial-cargo competition into a human-spaceflight services with NASA for commercial use of this.” business ranging from low Earth orbit (LEO) to Mars. Just as NASA and its space-exploration partners envision Dubbed “Jupiter” for one of the locomotives that met in the a stepwise route to land human “pioneers” on Mars, the Jupi- Utah desert to complete the U.S. transcontinental railroad, the ter partners see themselves providing commercial cargo and proposed vehicle would marry the spacecraft bus Lockheed other services—including human habitats—at each step along the way. Crocker compares the idea’s commercial potential to the railroad cars that sent U.S. foodstufs to East Coast ports for shipment to Europe in the 19th Century. Jupiter was the name of the first eastbound Central Pacific Railroad locomotive to travel the completed transcontinental rail line. The spaceborne Jupiter vehicle could play the same role for the inner Solar System, says Crocker. “Picture a future of interplan- “Exoliner” vehicles etary shipping lanes to the Moon would rendezvous with and to Mars, with autonomous the Jupiter bus, using vehicles carrying supplies and the Atlas launcher’s scientific instruments and con- Centaur upper stage for struction materials for habitats, accurate positioning. robots in orbit for fueling, repairing, respositioning satellites,” he says. “Picture commercial hosted payloads, cubesats by the hundreds that would share space on this vehicle with perhaps NASA Earth-observing instruments, turning a profit and reducing the cost of supplying the station in orbit, but more importantly laying the foundation for a true commercial business in space.” To that end, Lockheed Martin has made a “very substantial” but unspecified investment in the project, Crocker says. A win in the CRS-2 competition will hasten the development, including the addition of solar-electric propulsion for missions LOCKHEED MARTIN SPACE SYSTEMS beyond LEO, but the team plans to continue the work with or Martin Space Systems Company builds for its interplanetary without the ISS cargo contract, he says. probes with a robotic arm supplied by Canada’s MacDonald At least four other companies have entered the CRS-2 com- Dettwiler Associates (MDA) and a pressurized module built petition, which calls for delivery of 15,000 kg (33,000 lb.) of in Italy by Thales Alenia Space. pressurized cargo and 2,000 kg of unpressurized “upmass” For cargo deliveries to the International Space Station un- from the expiration of the initial CRS contracts after 2016. der NASA’s second Commercial Resupply Services (CRS-2) Incumbents Orbital ATK and SpaceX are in the running. Si- work package, the Jupiter spacecraft bus and robotic arm erra Nevada plans to enter a variant of the Dream Chaser would remain in orbit indefinitely after launching on an Atlas lifting body it unsuccessfully proposed for NASA’s commercial V with the first in a series of cargo modules attached. Identi- crew program, and Boeing has entered a cargo version of the cal cargo modules filled with pressurized and unpressurized CST-100 capsule that was a winner in the commercial crew supplies and station gear would arrive periodically after that competition. Blue Origin, which also is developing an orbital on Atlas Vs, using the launchers’ Centaur upper stages to ren- vehicle that may be suitable, won’t say if it bid on CRS-2. dezvous with the Jupiter bus. Lockheed Martin and its partners have cobbled together The Jupiter’s Canadian robot arm would grapple the arriv- the Jupiter “exoliner” from a lot of flight-proven hardware. ing cargo module and attach it to the Lockheed Martin bus, NASA is flying the basic spacecraft bus at Mars on the Mars which would move it into position to be grappled and berthed Reconnaissance Orbiter and Mars Atmosphere and Volatile by the station crew. Astronauts would use the station’s larger Evolution probes, on the Juno spacecraft approaching Jupiter, robotic arm for the job, just as they receive cargo deliveries and on the Origins Spectral Interpretation Resource Identi- from the Orbital ATK Cygnus and SpaceX Dragon commercial fication Security Regolith Explorer asteroid sample-return cargo carriers flying under CRS-1 today. mission set for launch in September 2016. WorldMags.net 60 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.net

WorldMags.net SPACE

Lockheed plans toWorldMags.net keep the bus and arm operating indefi- satellites as large as Jupiter and as small as a cubesat.” nitely by launching more of its hypergolic fuel in spherical Adding solid-fuel strap-ons also adds altitude to the orbits tanks housed in a ring-shape structure at the end of the cargo Jupiter can reach, although the CRS-2 concept is optimized module that berths with the bus (see illustration, page 60). The “with a lot of margin” for the low ISS orbit to save money. For unit also can carry fluids to the ISS. missions to geostationary orbit and beyond, the company has Between the fluid ring and the pressurized module is an a concept it calls “Jupiter Electric” that uses solar-electric Hall open space comparable to the “trunk” on the SpaceX Dragon, thrusters designed as an upgrade for the Lockheed Martin where unpressurized cargo destined for the station’s exterior A2100 commercial satellite bus. can be carried. Crocker says Lockheed Martin has developed a “The only addition to this is the A2100 Hall-current thruster 9U cubesat dispenser for the open space to accommodate sec- packs that we put on,” Crocker says. “It would actually be more ondary payloads at the smallest end of the size scale, although packs than are on our A2100, but those are being designed, much larger birds can be accommodated for ridesharing. built and flight qualified right now.” “On the first mission, of course, we carry the Jupiter module To power the spacecraft and its electrical systems, includ- up,” he says. “This whole stack is rated to carry the Jupiter ing the Hall thrusters, plans call for two or four fold-out solar module, so we could actually launch satellites as large as Ju- arrays based on the lightweight Lockheed Martin arrays in piter on future missions. Now we’d have to add a strap-on use on the ISS since its P6 truss element was installed in De- [booster] to the Atlas to do that, but that’s millions of dol- cember 2000. That sort of heritage is clearly a selling point lars—it’s not tens of millions of dollars—so we can launch for the CRS-2 proposal.

set to lift off in June from Vandenberg AFB, California. Starting Over? For now, NASA says it is unaware of any proposed changes to the current Falcon 9 vehicle and that Jason-3 is not the in- Engine adjustments could turn back augural customer for an upgraded rocket; that will be SES-9, a communications satellite built for commercial fleet operator the clock on Falcon 9 recertification SES, an early backer of SpaceX. Although the conservative Luxembourg-based company showed initial reluctance to fly Amy Svitak Paris on the inaugural Falcon 9 mission, CEO Karim Michel Sabbagh has since said the launch will go forward, ideally in the second n optimized Merlin 1D engine and other enhancements quarter of 2015, if not the third. to the Falcon 9 v1.1 will give Space Exploration Tech- A year ago Musk told Aviation Week he planned no major Anologies (SpaceX) the ability to lift commercial com- improvements to the Falcon 9, though he said SpaceX would munications satellites to orbit while continuing to develop the be “chilling the propellant to densify it, to get more propel- rocket’s reusable core stage. Elon Musk, founder and chief lant load for the given volume.” The change would enable the executive of Hawthorne, California-based SpaceX, says the rocket to carry more fuel, even with heavier payloads, enabling improvements include a 15% boost in thrust for the rocket’s the core stage to return to Earth for a controlled landing on nine core-stage engines, as well as super-chilled propellant a SpaceX drone-barge in the Atlantic of the coast of Florida. and a 10% increase in the volume of the upper-stage tank, ac- The downside of such changes, however, is that they could cording to Musk’s Twitter feed. require additional government work to certify an upgraded Such performance improvements would allow the company Falcon 9, if SpaceX seeks it. to continue innovating while drawing revenue from a growing NASA says SpaceX has been working to achieve so-called backlog of commercial missions. Cat. 2 “medium-risk” certification for Falcon 9 since the $82 However, if the design changes are significant, they could million Jason-3 launch contract was awarded in July 2012. prevent SpaceX from lifting sensitive civil and military pay- However, in January 2011, James Norman, head of NASA’s loads on the retooled Falcon 9 without subjecting it to further Launch Services Program (LSP) ofce, said the agency’s Fal- scrutiny beyond U.S. Air Force and NASA launch-vehicle cer- con 9 certification efort was underway at the time: “LSP is tification eforts already underway. working to get it certified, and I think we’re looking at spring While the agencies maintain separate protocols for certi- 2013 to have it on board” for Cat. 2, mainly for Earth science fying new launcher entrants for government missions, they missions, Norman told the NASA Advisory Council’s planetary share findings and assessments during the process. Certifi- science subcommittee. “Eventually, it will be a Cat. 3 launch cation is meant to ensure commercial service providers can service that will be available for planetary as well.” adhere to standards and processes established over decades Since June 2010, when SpaceX debuted a baseline version of and honed in the 1990s after a series of costly launch failures. Falcon 9—the v1.0—the rocket has already undergone one ma- Both agencies expect to complete Falcon 9 certification mid- jor transformation: In fall 2013, the current and more powerful year, though NASA says once the vehicle is approved to lift v1.1 was introduced, complete with stretched tanks and a new higher-value science payloads, in the future it does not plan to Merlin 1D engine, replacing the baseline rocket’s Merlin 1C. fly them on SpaceX launchers with refurbished Falcon 9 cores. As a result, SpaceX and NASA have had to redo much of “Our current Category 2 certification effort assumes the early work in certifying the baseline vehicle. the use of an un-refurbished core stage,” says NASA “Much of the work related to design and components had spokesman Joshua Buck, referring to the ongoing efort to be re-accomplished by SpaceX with the switch from the to certify the Falcon 9 to launch Earth-observation space- Falcon 9 v1.0 to the Falcon 9 v1.1 vehicle,” says NASA spokes- craft, starting with the Jason-3 ocean altimetry mission woman Stephanie Schierholz. WorldMags.net 62 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst “This is real space,” WorldMags.netsays Crocker. “It’s a real interplanetary investing the kind of dollars we’re investing in it,” he says. spacecraft; it’s a real ATV; it’s a real robotic arm; it’s a real Crocker says the idea has gone over well with “venture capi- refueling system, and the electrical portion of this is basically talists and commercial operators who really are looking for our commercial A2100 Hall-current thruster system, with the low-cost access for satellites to space,” as well as within his arrays that you see. If you’re trading weight and power, there’s own company and with its international partners. a reason the station arrays are like that.” “We’ve had discussions about what other countries have a With the modular approach, the heritage hardware used very strong interest in lunar return, going back to the Moon,” on Jupiter would be “extensible” to Mars, says Crocker, says Crocker, an experienced space-exploration engineer re- using a buzzword popular in human-exploration circles sponsible for standing up Lockheed Martin’s new international (AW&ST June 23, 2014, p. 44). The team is working on rig- space unit. “We’ve had a lot of discussions with our industry ging the pressurized-cargo section as a habitat. Crews could partners and other folks who are interested.” use it at a human-tended deep-space outpost in one of the The space station is the key for now—a place to refine the stable orbits near the Moon—distant retrograde orbit or the systems needed for the push deeper into the Solar System that Earth-Moon L2 Lagrangian point—that NASA is eyeing as a the Jupiter partnership hopes to commercialize. “proving ground” for Mars-exploration vehicles, and Crocker “It would be very difcult to aford to do this if it weren’t says the Jupiter hardware also could serve a resupply func- based on the CRS as the foundation,” Crocker says. “So I would tion there or for bases on the lunar surface. “If we didn’t see say that while I think that ultimately this vehicle will get built, a market for this beyond the space station, we wouldn’t be without CRS-2 as a foundation, it would be pushed way out.” c

“Also, the certification element SPACEX differences throughout the en- related to the number of success- gine and include propellant tank ful flights and the related detailed changes that afect the burn time flight-data review had to be start- and vehicle mass significantly,” he ed anew,” Schierholz said, though says, adding that NASA consid- much of the “process-related ers the efect on loads, controls work,” including quality, manu- and aerodynamics in making a facturing, operations and systems determination. If the agency finds engineering, was able to continue. modifications that constitute a Although NASA’s certification new launch vehicle configuration, strategy for the Falcon 9 v1.1 re- then a certification strategy that quired three flights, the fact that complies with NASA regulations SpaceX never vacuum-tested would be put in place and “such the upper stage on the ground a strategy would define the num- prompted the agency to add two ber of flights required to achieve additional missions to achieve NASA certification,” Buck notes. certification. LSP isn’t sure how many ad- “NASA required SpaceX to add ditional flights of an upgraded additional instrumentation and Falcon 9 may be needed, if any. complete five consecutive success- “It will depend on what chang- ful flights of the Falcon 9 v1.1, rath- es, their magnitude, and when er than the three that are required the contractor would desire to [for Cat. 2 certification], in order cut them in,” Buck says, adding to provide upper-stage engine per- An upgrade to the SpaceX Falcon 9 Merlin 1D that the agency does not current- formance data while operating in a engine aims to increase thrust by 15%. ly plan to certify the vehicle for vacuum,” Schierholz said, adding higher-risk Cat. 3 missions, which that those missions have all been successfully flown. would include planetary and astronomy missions. In May 2014, the Air Force said it was spending $60 million He says the major differences between a “Cat. 2” and on its Falcon 9 certification efort, which began in 2013. “Cat. 3” certification are the number of consecutive success- Although LSP would not disclose how much NASA has ful flights required and that NASA can choose to accept more spent to date on certifying the Falcon 9, the agency did invest risk for a Cat. 2 certification versus a Cat. 3. approximately $1 million in the development of additional in- NASA has already gone through the process of fleet-certi- strumentation installed on the five SpaceX flights to generate fying the United Launch Alliance Atlas 5.4-meter (18 ft.) and data on the upper-stage engine performance in a vacuum, says 5-meter fairing launch vehicles and was the first government NASA’s Buck, adding that LSP—which has an annual budget of customer to fly on both Atlas 5 variants. The agency says it is around $87 million—did not augment its workforce as a result. not unusual to evaluate proposed launch vehicle changes and NASA says if the Falcon 9 is upgraded in the future, it will decide whether a new certification is necessary. And while review the performance and design changes and decide wheth- significant changes to core propulsion systems are less com- er those changes will require a new certification. mon, NASA says it is in the process of certifying the Atlas V “A thrust increase alone would not immediately result in a with the RL-10C-1 on the Centaur upper stage. new common launch vehicle configuration,” Buck says. “How- “Our certification activity will be completed before NASA’s ever, often such changes are accomplished by major design first use of this configuration next year,” Buck says. c WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 63 RUNWAY SAFETY Runway Incursions at Top 10 WorldMags.netBusiest U.S. Airports, 2014 Nuanced Atlanta (ATL) Los Angeles (LAX) Numbers Chicago (ORD) Dallas (DFW) Overall incursions continue to rise, but risk Denver (DEN) to airline passengers appears under control New York (JFK) John Croft Washington San Francisco (SFO) Charlotte (CLT) unway incursions for all types of aircraft in the U.S. continue to increase at an alarming rate despite a consistent Las Vegas (LAS) R decline in the number of operations at towered airport; Phoenix (PHX) the trend is much less pronounced for fare-paying passengers Source: FAA/Aviation Week fl ying on airliners or air taxi aircraft. In both sectors, however, the number and rate for the most severe incursions appear to be in check and are well below the FAA’s safety goal. An Aviation Week analysis of the of incursions increased roughly 37% as ing at a 7% clip, fi nishing 2014 at 13.2 FAA’s Aviation Safety Information well, to 25.6 incursions per 1 million op- incursions per 1 million operations. Analysis and Sharing system in the erations, where an operation is defi ned Mathematically speaking, that means calendar years 2010-14 shows a linear as one takeof or landing. the chances of having an incursion of increase in total incursions for all air- For airliners and air taxi operations, any type in an airliner or charter are ap- craft at more than 500 towered air- however, incursions grew by only 3% proximately one in every 38,000 fl ights ports in the U.S., with an approximate over the period, to 284 at the end of (assuming one fl ight comprises two op- growth of 37% over the period to 1,270 2014. Assuming a linear fi t to the data, erations and not counting international incursions at the end of 2014. The rate the rate of incursions appears to be ris- fl ights). The risk in fl ying aboard any

The mix of complex airport geometries and large aircraft brings the issue of runway safety into focus as airports perfect customized intervention strategies. A380s featured prominently in two runway incursions in 2014. JOEPRIESAVIATION.NET

WorldMags.net 64 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst Runway Operations and Incursion Rates at U.S. Airports Total*** Rate**WorldMags.net 60 16 18.6 Total Operations* (in millions) 51.3 25 40.6 50.6 50.3 50 50.0 49.6 18 20.6 15 22.3 40

7 12.3 30 Airline & Air Taxi Operations (in millions) 25.6 23.7 25.3 15 35.5 22.2 22.0 21.7 21.6 21.5 20 19.3 19.0 12 28.8 Total Rate** 12.3 13.3 13.3 23 44.4 10 11.6 11.3 Rate for 9 19.2 Airline & Air Taxi 4 9.8 0 2010 2011 2012 2013 2014 **Per 1 million operations *Operations are takeoffs and landings Source: Total operations from FAA Air Traffc Activity Data System **Rate is incursions per 1 million operations ***Airline and Air Taxi aircraft in the U.S., including general deviations,” compared to 33% for opera- been relatively constant since 2010, and aviation and military, is roughly one tional incidents (controller errors) and translates to approximately one incur- incursion every 19,000 fl ights. 10% for vehicle drivers or pedestrians. sion for every 3 million fl ights. In terms of who caused an incur- By the end of 2014, pilot deviations had The superior record for Part 121 and sion—pilots, controllers, or pedestri- linearly decreased to 39% while opera- Part 135 operations is likely linked to ans or vehicles on the runway—airline tional incidents linearly increased to increased focus on the problem within and air taxi pilots appear to be doing 48%; vehicle and pedestrian incidents airline and charter operations, as well the best job of improving. In 2010, 57% remained relatively constant. One rea- as focused ef orts by individual air car- of incursions were attributed to “pilot son that could account for the rise in rier airports and the FAA to address controller incidents is that controllers problems using a mix of procedural, DEJA TWO: may be more comfortable reporting technological and human factors, and 2014–Los Angeles Intl.–Cat C events thanks to non-punitive provi- taking into account specifi c geometric Two pairs of A380s involved in Category sions in the FAA’s Air Traffic Safety constraints of runways. The increase C incursions in the same location fi ve Action Program. The downward trend could also be attributed in part to the days apart. In both cases, one A380 that for airline and air taxi pilot faults is rise in safety management systems, had just landed was incorrectly instruct- contrary to that of the overall piloting which have provisions for non-punitive ed to use a taxiway that did not provide community, which is seeing an increase reporting by pilots and controllers in the required separation from in errors, largely attributable to general return for giving the FAA the informa- a second A380 taking aviation pilots in light aircraft. tion it needs to target problem areas. of on the runway that Regardless of the cause of the error, The FAA credits its “event-based parallels the taxiway. the good news is that in the past five multidisciplined approach” for a dras- years the FAA has continued to record tic improvement from the 67 Cat. A a very low number of Category A and B and B incursions in 2000 (one serious incursions, whereas most of the growth incursion per 1 million operations), al- has been in Cat. C incursions. Cat. A and though it is likely that a 27% decrease B incursions are those in which a colli- in operations since then has also sion was narrowly avoided or evasive ac- helped reduce the rate. tions were needed, respectively; in Cat. By contrast, the rate of less severe C and D incursions, the pilot, driver or Cat. C and D incursions, in which the pedestrian had “ample time” and/or dis- FAA decides there was “ample” room tance to avoid a collision or there were and time to avoid a collision, has in- no immediate safety consequences, re- creased 44% and 17%, respectively, spectively, according to the FAA. since 2010, to 12 incursions per 1 mil- In 2014, a total of 12 Cat. A and B in- lion operations for Cat. C and 14 incur- cursions were reported, representing a sions per million operations for Cat. D. rate of 0.24 incursions per 1 million op- There are approximately 50 million erations, which is below the FAA’s safety operations per year at U.S. airports. goal of 0.36 per million operations (about There is some skepticism within the 20 incursions per year). The airline and industry that the FAA’s in-house pro- air taxi sector reported four Cat. A and cess of ranking incursions is not fully B incursions in 2014, a number that has independent and therefore not repre- WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 65 RUNWAY SAFETY Runway Incursions at U.S. Airports by Severity and Type Type* of Incursions WorldMags.netfor Airline & Air Taxi 25 31 35 25 32 PD (pilot) 85 137 135 99 112 148 103 120 120 139 OI (controller) VPD (vehicle or pedestrian) 258 271 290 244* 283* 1,265 1,270 1,200 1,195 Total Incursions 989 900 965 Incursions for Airline & Air Taxi 600 with Severity D 290 284 300 258 271 245 C 82 94 39 13 6 175 172 249 226 274 B 0 1 1 4 4 1 4 1 2 0 A 0 2010 2011 2012 2013 2014 Note: “Airline and Air Taxi” includes Parts 121, 125, 129 and 135 *Type of Incursion: PD = pilot deviation, OI = operational error (controller), VPD = vehicle or pedestrian error. “Total” includes Parts 91, 121, 125, 129 and 135, Military, N/A Total does not include one “other” type, so the sum is less than Category A-D totals. Ranked from A (most severe) to D (least severe) Source: Incursion data from FAA Aviation Safety Information Analysis and Sharing database sentative of the true threat level. The as Cat. A, says the FAA. The agency is agency gathers the reports from its currently testing a risk-based tool to DOG CATCHER: control towers; its Runway Incursion help with the categorization. 2014–Chicago O’Hare–Cat D Assessment Team (RIAT), with rep- Technology that was first deployed Airport Operations notified the tower resentatives from Flight Standards, in 2002 is also proving beneficial. The Ofce of Airports and the Air Trafc FAA credits Airport Surface Detec- Runway 28C was closed due to a dog Organization, meets weekly to classify tion Equipment Model X (ASDE-X)—a that escaped from cargo. While try- new events. Each of the three organi- surveillance system that fuses ground ing to catch the dog, a tug entered the zations gets one vote, and the FAA radar, multilateration and Automatic taxiways and grass adjacent to Runway says “consensus is desired but not re- Dependent Surveillance-Broadcast 28C. The tug did not enter the runway. quired” on the final vote. In the event (ADS-B) and issues alerts for potential No conflicts. of a tie, the manager of the Runway incursions—with providing controllers Safety Group has the final say, as well with the “improved situational aware- as for all Cat. A and B incursions. ness” that has led to a reduction in the In Honolulu, however, the surveil- According to the guidance for the number of Cat. A and B incursions. lance technology did save the day by RIAT, incursions involving only one The agency says its ASDE-X program alerting controllers that an airport ve- aircraft, vehicle or pedestrian are auto- will be “deemed a success” if the num- hicle was on the runway as a Boeing 767 matically set at Cat. D; events in which ber of Cat. A and B runway incursions was arriving. Controllers issued a go- would-be intruders stop more than 100 “is maintained at the current levels or around to the pilots, who passed over- ft. from the edge of a runway should be further reduced.” ASDE-X is installed head of the vehicle “at a low altitude,” classified as Cat. C, as are events in at the 35 largest airports in the U.S. ranking the incident as a Cat. A. In a which the closest horizontal or vertical and is also the foundation for related Cat. B incursion last year, ASDE-X also proximity is equal to or more than 2,000 anti-incursion technologies including sounded an alarm to controllers, but the ft. or 200 ft., respectively. However, if runway status lights embedded in the small aircraft continued on, landing on “any part” of an intruding vehicle or runway, or at runway crossings, that a closed runway, endangering workers. pedestrian is on the runway and the turn red when the runway is occupied, Adding runway status lights to loca- “closest unintended proximity is within directly alerting pilots of a hazard. tions with ASDE-X will enhance the 100 ft.,” the incident should be ranked The FAA’s assertion is for the most surveillance system by providing active part true based on the 2010-2014 in- alerts to pilots when a runway is occu- cursion snapshot. Of the 35 airports, pied, speeding up preventative actions. WINGLESS WONDER: only 11 have experienced Cat. A or B Three prototype systems and a total of 17 2014–Ryan Field (Tucson)–Cat D incursions over the period, and only operational systems are either installed ATC was advised by airport personnel of Chicago O’Hare International and Ho- or in the process of being embedded. But a person riding a bicycle on Runway 33. nolulu International experienced more critics say the program is delayed, over ATC observed the cyclist southbound than one. The worst year for O’Hare budget and plagued by technical issues. was 2011, when there were three Cat. They also note that it is being deployed on Runway 33. The cyclist was an em- A and one Cat. B incursions, all attrib- at fewer airports than needed. c ployee of an airport tenant. An airport uted to controller issues in the records Data representative intercepted the individual and none of which discuss ASDE-X as See 2010-14 runway incursion and recorded his personal contact infor- providing the controllers with an early data comparing the top 10 busiest mation. No conflicts. alert of an impending issue. None of U.S. airports—tap here in the digital edition or the incidents resulted in an accident. go to AviationWeek.com/RunwaySafety WorldMags.net 66 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.netlieves it could have been much worse. More Margin “Several hundred lives were saved because . . . the FAA’s RSA Improve- The FAA’s runway safety improvement ef ort ment Program specifi cally increased the RSA to account for undershoots to is on schedule—and paying of the standard distance by lengthening the distance between the end of the Sean Broderick Washington runway and the San Francisco Bay,” the FAA notes in a report recently hile initiatives such as better National Transportation Safety Board presented to the International Civil fl ight tracking generate more say that, in the U.S., overruns account Aviation Organization. “Without this Wheadlines, the FAA has quiet- for “approximately 10 incidents or ac- improvement, the aircraft likely would ly made substantial progress on a long- cidents every year with varying de- have crashed into the water.” standing, high-stakes ef ort to improve grees of severity,” while an FAA study The artifi cial beds, or engineered ma- runway safety at hundreds of airports found that 90% of overruns result in an terial arresting systems (EMAS), cre- identifi ed as posing the highest risk to aircraft coming to rest within 1,000 ft. ate ef ective RSAs where there is not aircraft overruns and undershoots. of the runway end. Boeing data show 1,000 ft. of suitable extra space. EMAS The agency’s plan, launched after the that landing-phase accidents account- are in place or slated to be installed in June 1999 excursion of an American ed for 18 fatal commercial airline ac- 98 RSAs at 62 U.S. airports. EMAS beds Airlines MD-82 at Little Rock, Arkan- cidents globally in 2004-14, more than have stopped nine overrunning aircraft sas, targeted 642 commercial airport any other fl ight phase. Those accidents since 1999, including a Polar Air Cargo runway safety areas (RSA) as needing killed 796 people, third-most behind 747-200 freighter at New York John F. signifi cant safety improvements. At the loss-of-control and controlled-fl ight- Kennedy International Airport in 2005 end of 2014, the FAA had earmarked into-terrain mishaps, and more than and a Mexicana Airlines Airbus A320 $3 billion into projects to upgrade 603 the next eight categories combined. with 145 people onboard at Chicago of them, and the agency is on track to The FAA’s work, which began with O’Hare International in 2008. wrap up work or fi nalize plans at the re- its fi rst-ever RSA survey after the 11-fa- The RSA improvement push helped maining 39 this year, meeting a deadline tality Little Rock accident, has made Zodiac Aerospace’s ESCO bring its imposed by lawmakers. a dif erence. Among the RSA projects EMAS product—which aligns crush- The work has ranged from con- completed was one for San Francisco able concrete blocks together to create structing standard-size RSAs—which International Airport’s Runway 28L, a sand-pit-like ef ect that stops aircraft vary based on factors including a run- which Asiana Airlines Flight 214 was without damaging them—to market way’s length and types of aircraft using approaching when it landed short on and thrive. In April 2012, the FAA it, but are typically 1,000 ft. long and July 6, 2013, ripping open the Boeing approved a second vendor, Runway up to 500 ft. wide—to installing artifi - 777’s rear fuselage and sending it slid- Safe, which builds its green EMAS- cial beds that stop aircraft in spaces ing and twisting down the runway. branded arrestor beds with a core of too short for them do to so unaided. The accident destroyed the aircraft lightweight, insoluble silica foam made The case for improving RSAs is evi- and killed three of the 307 passengers from powdered, recycled glass. dent in safety data. The FAA and the and crew onboard, but the FAA be- Runway Safe’s initial installation is at

Runway Safe’s arrestor bed cores are made by taking silica foam made from powdered, recycled glass and pouring it between geogrid walls that help keep the material in place.

RUNWAY SAFE WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 67 RUNWAY SAFETY

WorldMags.net The FAA plans to wrap up work on 39 runway safety areas this year, Runway Safety Area Improvements its most since 2009.

67 terial that helps keep moisture from Planned 61 damaging the blocks. However, its 55 56 Completed reliance on pre-cast blocks that must 51 46 be installed or replaced on a block-by- block basis and are covered individu- 42 39 37 ally limits ESCO’s ability to cut instal- 30 32 lation, repair and maintenance costs. 24 25 26 26 25 Runway Safe’s design allows the bed to be poured and repaired with raw material trucked onsite and features

Number of Improvements a seamless, one-piece cover. The company says these measures minimize installation time as well as initial and recurring costs. The FAA’s RSA improvement plan Source: FAA is part of a multiphase ef ort to boost U.S. airport safety. The agency ’s next major initiative is improving taxiway Chicago Midway International Airport, progress means the market for new geometry to help reduce runway in- which opted to replace ESCO beds. The EMAS installations in the U.S. is all but cursion risks. initial Runway Safe bed, a 245 X 170-ft. in- ﬁ lled. But airport industry executives The 15-year project will be broken stallation at the end of Runway 22L, went are encouraged by the competition, as into three steps. First, the agency— into place last November and is “weath- U.S. beds still can be replaced and in- using data compiled by experts at its ering well through the harsh Chicago ternational opportunities abound. William J. Hughes Technical Center in winter,” says Kirk Marchand, head of “The presence of a second EMAS New Jersey—plans to identify taxiways Runway Safe’s U.S. operations. Assuming vendor is expected to create a com- with “problematic geometry” and pri- the bed continues to meet expectations— petitive market for EMAS throughout oritize them for inclusion in the project. instrumentation will soon be installed to the world, lowering costs and of ering The goal is to have the list completed help monitor the long-term ef ects of jet a variety of designs for airports,” the during the ﬁ rst quarter. blast, among other things—Runway Safe FAA’s RSA report notes. The second step will be coordinat- could be awarded a sole-source contract ESCO’s current of ering, Emasmax, ing with the FAA’s regional of ces and to replace three more Midway beds and is a fourth-generation product that ad- setting up a plan to carry out the work. two at O’Hare by 2018. dresses some early shortcomings, such The final step—doing the work—is ESCO’s head start and the FAA’s as providing a more ef ective cover ma- slated to begin in 2016. c

An enlarged runway threshold built as part of the FAA’s runway safety area improvement program likely kept Asiana Airlines Flight 214 from landing in San Francisco Bay.

NTSB WorldMags.net 68 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst WorldMags.netAccording to the FAA’s Aviation Boston Battles Safety Information Analysis and Shar- ing (Asias) database, Boston recorded a Further improvement in runway incursions rate of 33 incursions per million operations in 2010-14, higher than the overall demands surgical approach average of 26 incursions per million operations for all U.S. towered airports. John Croft Washington The rate for airline and air taxi operations, at 28 incursions per 1 million op- unway and taxiway safety mea- A Boeing 787 landed in San Diego last erations, was approximately twice that sures have evolved from the April and did not fully clear the runway of the nationwide average, according to R“silver bullet” mind-set of tech- before stopping. The Airport Surface Aviation Week’s computations. nology ﬁxes to a mix of technological, Detection Model X (ASDE-X), a surveil- Attempting to drive that number procedural and analytical initiatives lance system that fuses ground radar down is a local Runway Safety Action optimized at a particular airport for a and other sources to drive safety logic Team efort between Massport, airlines particular runway. that issues alerts, ﬂagged the problem and the FAA. Input from the national At the tarmac level, boosting run- to controllers, who ordered a Boeing level is coming through the FAA’s Com- way safety is a continuous hands-on 737 on the same runway to abort its prehensive Review and Assessment process between the airport operator, takeoff roll before a serious encoun- (CARA), which, with a runway safety airlines, FAA and other businesses in ter could occur. Errors can also occur action team, is developing targeted in- the movement area. At Boston’s Logan when air trafc control procedures are terventions in terms of layout geometry,

International Airport, recent interven- XSIGHT SYSTEMS technologies—including tions include changes to the basic lay- an optimal mix of existing out such as removal of some taxiways and new Runway Status and building of new ones to reduce Lights—and air traffic runway crossings, installing advanced control procedures. “We ground surveillance systems and asso- see [CARA] as a road map or vehicle to get us XSight Technologies is expanding to that next stage of im- its automated foreign object debris provements,” says Flavio system, installed in Boston, Leo, Massport’s deputy to take on additional functions, director of aviation plan- including bird harassment. ning and strategy. Runway Status Lights ciated safety aids and developing new (RWSL) use input from procedures for controllers. ASDE-X to control lights Similar efforts are underway in along the runway cen- Dubai at the Al Maktoum Interna- terline at the departure tional Airport, where there is a push point and at intersections to include open standards on safety and the runway end. The equipment to spawn innovation in the mismatched with new developments in lights turn red when the runway is oc- integration of various tools. aircraft. cupied. FAA incursion reports do not list Most incursions are not dangerous Last April, two pairs of Airbus any RWSL “saves” for Boston, but an in- in and of themselves, but often point A380s were involved in Cat. C incur- cident in Dallas-Fort Worth in December to larger issues in human factors, air- sions in the same location at the Los shows the value. An Embraer 175 had port and procedural designs. The most Angeles International Airport five been cleared for takeof on Runway 17R, recent statistics from the FAA show days apart. In both cases, one A380 but the pilots reported that the RWSL an increasing number of incursions at that had just landed was incorrectly embedded in the runway centerline had the more than 500 towered airports in instructed to use a taxiway that did not lit up red and they halted. It turns out the U.S., with the bulk of the incidents provide the required separation from a that a Bombardier CRJ900 waiting to categorized by the FAA as “C” or “D,” second A380 taking of on the runway cross the runway had taxied over the meaning the aircraft at risk had “ample that parallels the taxiway. “hold” line before stopping, potentially time” and/or distance to avoid a colli- Boston Logan, which opened in 1923, impinging on safety margins with the sion or where there were no immedi- has not recorded a Cat. A incursion departing E-Jet. ate safety consequences, respectively since 2005, but has seen an increasing Boston was also a site for testing of (see page 64). Category A and B incur- number of relatively less risky Cat. C another ASDE-X-driven technology sions, where an accident was narrowly events over the past five years. Given known as enhanced final approach run- avoided or evasive actions were needed, its age, the airport has a complex con- way occupancy signal (eFaros), which are very rare events. The FAA’s safety figuration that the operator, the Mas- causes the precision approach path target this year is fewer than 20 A and sachusetts Port Authority (Massport), indicator (PAPI) lights that give pilots B incursions in 50 million operations. and the FAA are detangling in parallel a reading of approach slope to flash if A recent Cat. C incursion illustrates with new or upgraded technical and the active runway is not safe for landing. the norm and how technology can help. procedural interventions. “When we look at concerns like in- WorldMags.net AviationWeek.com/awst AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 69 RUNWAY SAFETY cursions, there is notWorldMags.net a single cause ages collocated with the runway edge system at Ben Gurion Airport is used or solution,” says Leo. Because of its lights placed at 200-ft. intervals along to resolve whether to shut down a run- runway configuration and network of the 7,000-ft. runway. The system is de- way after a crew reports a bird strike. legacy taxiways connected to those signed to scan the entire runway surface “If they don’t get an alert from the sys- runways, part of the solution has been for FOD at 1-min. intervals between op- tem on remains on the runway, they to remove taxiways, adjust intersec- erations, sounding an alert in the airport will continue to keep the runway open,” tions and build a new taxiway between operation center if an object is detected Fux says, adding that the runway had two parallel runways. Leo says Mass- where one should not be. Operators see previously had to be shut down after port is discussing with the FAA how to an icon on a map denoting the FOD and every reported strike. “further optimize” the RWSL system, can take control of the articulating and An added function set to go live on for which the airport paid construction zooming cameras to obtain more in- a new FODetect system at the Seattle- costs; the FAA paid for the lights, soft- formation on the object, and if needed, Tacoma International Airport later is ware and safety logic. Through CARA, dispatch a crew to inspect or shut down a bird deterrent that uses speakers to the airport is also considering changes the runway. Airport staf will generally selectively harass birds spotted by the to the geometry, technologies and air inspect a runway visually by vehicle at system. trafc control tower procedures. least once per shift, or three times per Clever surveillance designs are also Boston has also been a pathfinder day. The FAA is running a test through the forte of Canada’s Searidge Technol- for other technologies directly related June comparing what is being found by ogies, a developer of “intelligent” video- to runway safety, including Automatic FODetect versus the legacy method, based surveillance and surface management systems. New runway safety projects include two “focus sites” for a remote situational awareness and zone occupancy system, one at Al Maktoum and another at an unannounced airport in the United Arab Emirates, and a vid- SEARIDGE TECHNOLOGIES eo security system at the Aspen-Pitkin County Airport in Colorado. Operation- al since last summer, the Al Maktoum system uses remote video and airport surveillance information to generate surface trafc status and predictions for aircraft as well as stop lights for vehicles crossing active taxiways, both measures that boost situational awareness and can reduce incursions. In Aspen, Searidge designed a thermal camera system to create virtual “hot spots” that will alert airport se- Searidge Technologies says its trafc lighting system in Dubai is one of the curity when passengers or pedestrians first runway safety tools to feature open standards. cross into active movement areas, says Alex Sauriol, executive vice president Dependent Surveillance-Broadcast and the airport continues to analyze for airport and ATM solutions for (ADS-B) tracking for ground vehicles the cost-benefit case. Searidge. Sauriol says the airport was and automated foreign object debris “We are finding stuf,” says Leo, leav- having issues with passengers deplan- (FOD) detection. ing out the details. “It’s quick, and we ing via stairs and walking into critical The airport has 75 vehicles equipped can validate it,” he says of the system, areas while taking pictures of the sur- with ADS-B transponders to provide noting the airport is still in “learning rounding mountains. the airport control center with vehicle mode” with the new technology and Sauriol says the surface manage- locations. In the vehicles, drivers have that the legacy searches of all runways ment system at Dubai is unique in that tablets that show the same information continue. “We tend to very rarely dial it has “open standards” that would alon a moving map, boosting situational back on one thing if we’re doing some- low other companies to potentially use awareness. “We know exactly where our thing else,” he says. “We’re treating it as its sensor data for other safety proj- assets are for snow management,” says an additional layer of safety.” ects. Open standards are not typical Leo. Boston as of the end of February Arik Fux, Boston office leader for elsewhere, he says, leading to discon- had received more than 100 in. of snow. Xsight, says the system costs $5-6 mil- nects. “What’s not happening is that A FOD detection system built by lion to install per runway, but costs we’re not acting cohesively,” he says Xsight Systems has been operational can be covered by the FAA’s Airport of the industry. “There’s not a formal on Runway 9/27 at the airport for more Improvement Program or passenger standard for how to bring technologies than one year, the first of its kind to facility charges. In Boston, Massport together to improve runway safety. be installed at a U.S. airport. Selected and the FAA each paid half the cost, Right now, if one company installs run- through a competitive bid, Xsight’s says Leo. way lights and another company wants FODetect comprises 68 electro-optical Operationally, Boston may get ideas to use those lights for an alerting func- and millimeter-wave radar sensor pack- from Tel Aviv, where an Xsight FOD tion, they can’t,” he says. c WorldMags.net 70 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst CLASSIFIED ADVERTISING To Place Your Classified Ad Contact: WorldMags.netDiane Mason; Tel: 913-967-1736 • [email protected] EQUIPMENT RECRUITMENT

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he tremendous margin of technological superi- erations, just like we did in the Cold War, with air-land battle ority that the U.S. has typically enjoyed since and the maritime strategy. Now, doing this is going to be re- Tthe end of World War II is eroding, and at what ally difcult, again, for three big reasons: we consider to be an accelerated pace. •First, we no longer face a single implacable foe like we did We’re seeing levels of new weapons developments in the Soviet Union. that we haven’t seen since the mid-’80s, near the •Second, we find ourselves in a very diferent competitive peak of Soviet Cold War defense spending. Russia is environment. In the 1950s and 1960s, we were spending a lot modernizing its forces right now, and it was once in of money on missiles, on nuclear weapons, the early comput- a very steep decline. er age. In the ’60s and ’70s, we started putting money into From 2011 to 2016, we estimate that China’s de- space. It was all generally government-driven. But today, fense budget increased by 500%. Its military is rap- commercial adaptation and commercial innovation—robot- idly fielding new weapons and systems. It is aston- ics, autonomous operating guidance and control systems, ishing to see the number of programs that they are new ways of visualization, biotechnology, miniaturization, developing at a single point. advanced computing, big data and additive manufacturing Iran has built up an array of asymmetric capabili- like 3-D printing—all of those advances are being pushed pri- ties, including mines, missile-firing small boats, bal- marily in the commercial sector. listic missiles and advanced anti-ship missiles with •Third, technology difusion is likely to impact the dura- advanced seekers. bility of the advantage. Our first ofset strategy, which we started in the 1940s, lasted until 1975. Our second ofset The margin of technological strategy extended from about 1975 to now. We are talking decades. Now, with the pace of change and with commer- superiority the U.S. has enjoyed cial technology changing so often, the third ofset strategies “ will have a far more challenging temporal component in the since World War II is eroding. competition. So, you’ll see in the fiscal 2016 budget some really poten- North Korea’s conventional military power is im- tially game-changing technologies that we think can more posing because of its size, but that worries us less quickly get to the forces. And you’ll see more long-range than its growing arsenal of nuclear weapons and research eforts. For example, we’re investing more in un- road-mobile ballistic missiles that put our allies manned underwater vehicles, high-speed strike weapons, and forces in the region at risk, as well as, poten- railguns and high-energy lasers. tially, the U.S. Some of the time, some of the things we’re doing in our We’re starting to try to reverse the years of under- budget will not be readily apparent, but let me tell you, the investment in new weapons and capabilities. We’re things that we are doing are going to greatly complicate any making much-needed investments in our nuclear adversary’s attempts to fight against U.S. forces. enterprise. Because of the proliferation of guided Our job is very simple. That mission is to organize, train munitions and other advanced technologies that and equip a joint force that is built and ready for war and threaten our ability to project power, we’re spend- operated forward to preserve the peace. Everything else ing more on what we refer to as counter-anti-access/ that we do, if it’s not focused on that mission, it’s a damn area-denial weapons. Our space constellation is un- waste of time. der more threat now than it has been at any time, so If you total up the amount of money in fiscal 2016-20 [that we’ve increased money for both space resiliency and the Obama administration proposes to spend on defense] space control capabilities. and compare it to the sequestration caps, our submission Trying to tackle this erosion of technical superi- is about $150 billion higher than sequestration. But let me ority was exactly what [Defense] Secretary [Chuck] make clear, even though we’re about $150 billion above the Hagel had in mind when he announced the Defense sequestration caps in our request, maintaining the balance Innovation Initiative in November. It’s a department- between personnel, readiness and modernization is extreme- wide efort to identify a third ofset strategy, or per- ly challenging. haps more accurately, ofset strategies, in order to Sequestration is a blunder that allows our fiscal problems, sustain and advance our military technological edge not our security needs, to determine our strategy. We [ofer] into the 21st century. a strategy-driven, resource-informed budget. But if you want We will also seek to identify new concepts of op- a budget-driven strategy, go to sequestration. c WorldMags.net 74 AVIATION WEEK & SPACE TECHNOLOGY/MARCH 16-29, 2015 AviationWeek.com/awst ScheduleWorldMags.net at a Glance

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