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INTERNATIONAL
AERIAL VIEW
TWENTY-NINE
PAGES OF NEWS
AND PERSPECTIVE
SHOW REPORT P8
COMFORT FACTOR
Boeings in-development
777X to have same cabin
pressurisation levels as
the Dreamliner 8
STEALTH CHECKS
Tests on Taranis UCAV
saw demonstrator fy
virtually invisible to
radar, BAE reveals 34
22-28 JULY 2014
Official Media Partner
FARNBOROUGH REPORT
COMING
AFTER YOU
Airbus ups the ante in widebodies
9 7 7 0 0 1 5 3 7 1 2 6 6
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AI R TO AI R R E F U E LLI N G
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22-28 July 2014
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3 fightglobal.com
FLIGHT
INTERNATIONAL
22-28 JULY 2014
E
v
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Czech airframer Evektor secures much-needed backing to
complete certication of 14-seat Outback P36. Navy
impressed by upgraded Merlin P24
FLIGHT
INTERNATIONAL
AERIAL VIEW
TWENTY-NINE
PAGESOF NEWS
ANDPERSPECTIVE
SHOWREPORT P8
COMFORT FACTOR
Boeings in-development
777X to have same cabin
pressurisation levels as
the Dreamliner 8
STEALTHCHECKS
Tests on Taranis UCAV
saw demonstrator fy
virtually invisible to
radar, BAE reveals 34
22-28 JULY 2014
Official Media Partner
FARNBOROUGHREPORT
COMING
AFTER YOU
Airbus ups the ante in widebodies
9 7 7 0 0 1 5 3 7 1 2 6 6
3 0
3.40
30 E2 capitalises on CSeries misfortune.
Farnborough orders propel ATR toward new
record
31 LM-100J lifts off with frst customer
32 UK space industry readies for launch
34 Taranis goes fully stealthy for tests.
Lockheed readies K-Max for UGV
deployment trials
35 AgustaWestland completes Solo
demonstration fights
39 Atlas deliveries ready to power up.
Prototype of low-maintenance KC-390 on
track for maiden fight by year-end
40 Global supply strategy key component in
MBs success.
AerCap applies the rational approach to
explode order bubble warnings
41 Asian airframers celebrate agreements for
MRJ, ARJ21.
MC-21 on track for fight testing in 2015
Irkut
REGULARS
7 Comment
46 Straight & Level
47 Letters
49 Classied
51 Jobs
59 Working Week
NEWS
THIS WEEK
8 Boeing to adopt Dreamliner pressure-
altitude on 777X
9 F-35 fans lose out to fight restriction
14 Typhoon gets AESA programme boost
15 Sentinel to keep watch until 2018
16 Airbus to tweak A350-900 maximum
take-off weight
17 Al Baker fury at A380s no-show
18 P&W defends CSeries engine failure.
CFM powers to a backlog of 7,500
19 Airbus and engine suppliers will not
commit to A380neo
20 Scorpion makes frst strike with UK
debut appearance.
MC-27J passes weapons trial
22 Saab continues talks with Swiss over
Gripen sales
24 Boeing confdent MSA will locate
international buyers
26 Bell displays SAR 525 amid Relentless
marketing drive.
X3 helicopter technology climbs aboard
LifeRCraft
27 Missile deal sharpens Wildcats claws
28 Boeing to offer 200 seats on Max 8
29 Superjet targets Embraers home turf
COVER STORY
10 A330neo unveiled Our four pages of
analysis uncovers the frst purchase
deals announced and explains how the
re-engined variant will help the airframer
compete in the widebody sector
FEATURES
42 High-flying displays Fine weather and a
wide variety of aircraft types kept eyes on
the sky at Farnborough
44 Thrills and stills Although the fying
display always receives the most attention,
there are still plenty of must-see aircraft in
the various static areas
VOLUME 186 NUMBER 5449
PIC OF THE WEEK
This shot of the Avro Vulcan taken at
Farnborough last week has a certain
poignancy as it could mark the last
appearance of the ying version of the
bomber (XH558) at the biennial event. The
iconic Cold War-era jet, which dates back to
the 1960s, is expected to retire next year
having reached the end of her agreed life.
B
illy
P
ix
ightglobal.com/imageoftheday
R
ic
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C
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o
p
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COVER IMAGE
Renowned aviation
photographer Rich Cooper
took this amazing
end-of-runway shot of the
Airbus A350 launching its
air display at Farnborough,
with, behind it, the A380
coming in to land after
completing its routine P10
NEXT WEEK SAFETY REVIEW
Commercial air transport is getting so safe
that traditional learning from mistakes is
no longer reliable. We examine whether
there is a danger of complacency.
R
e
x
F
e
a
t
u
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e
s
Download The Engine Directory.
ightglobal.com/ComEngDirectory
Download the new Commercial Engines Report
now updated for 2014 with enhanced data and in-depth market analysis
ightgIobaI.com/commengines
THE WEEK ON THE WEB
ightglobal.com
fightglobal.com
CONTENTS
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QUESTION OF THE WEEK
Total votes: 1,493
This week, we ask: The A330neo is a: Runaway success
Niche product Panic measure
62
%
34
%
4
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Cover your ears Nice distraction but
limited business use
Its what air shows are
about
Last week, we asked: Air displays at industry shows? You said:
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Flightglobals Farnborough chalet
was buzzing as teams from
London, Washington DC and
Singapore worked tirelessly to
provide multimedia coverage of
the event. We produced four
issues of Flight Daily News and
three interactive iFlight Daily
News, including video presented
by our journalists.
The Flightglobal team was all over the Farnborough air
show and even we couldnt keep up with each others
news, views, images and videos but we made it easy for
you to follow or revisit all
the action at the biggest
aviation event of the year.
From ightglobal.com/
farnborough, just click
through features ranging from
our interactive or print show
daily newspapers to special
features and ying display highlights. Or, see what our
consultancy Ascend says about two of the pivotal issues
of a busy civil aviation year: has Airbus cracked the
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a330neodebate)? Is the order backlog frothy or frm (/
orderbubble)? The twitterati might prefer to follow us @
ightglobal or search for @FIA14. And, bien sr, well do it
all again from Paris and @PAS15...
HIGH FLIERS
The top ve stories for the week just gone:
1 VIDEO Worlds largest aircraft, An-225, emerges to set new lift record
2 FARNBOROUGH Rockwell Collins joins European GNSS project
3 FARNBOROUGH E2 to be star of Embraers show
4 New deal to protect UK helicopters
5 Cessnas new light jet move signals industry optimism
IN THIS ISSUE
Companies listed
AerCap ........................................................41
AgustaWestland .....................................35, 36
AirAsia X ......................................................13
Airbus ........................................12, 32, 39, 40
Air Lease ......................................................13
Air New Zealand ...........................................30
Air Tahiti .......................................................30
Alenia Aermacchi .........................................20
Al Maha Airways ...........................................13
Aspirasi Pertiwi ............................................36
ASL Aviation Group ......................................31
ATK ..............................................................20
ATR ..............................................................30
Avianca .......................................................30
Aviation Group International ........................37
Avolon .........................................................13
BAE Systems ...............................................34
Boeing .........................................................41
Bombardier .................................................37
Bravia Capital ..............................................36
Brooklands Aerospace .................................37
Cathay Pacifc ..............................................13
Cessna ..................................................36, 37
CIT Aerospace ..............................................13
Comac .........................................................41
CybAero .......................................................35
Dassault ......................................................34
Delta Air Lines ..............................................13
Diamond Aircraft ..........................................20
Eastern Air Lines ..........................................41
Embraer .......................................................39
Enstrom .......................................................36
Europrop International .................................39
Evektor ........................................................36
Garmin ........................................................37
GE Aviation ..................................................40
General Electric ...........................................13
Guimbal.......................................................36
HISS ............................................................39
Honeywell ..............................................20, 37
Irkut .............................................................41
International Aero Engines ...........................39
Kaman .........................................................34
Lockheed Martin ........................22, 31, 34, 39
MB Aerospace .............................................40
Mitsubishi Aircraft ........................................41
Norbert Industries ........................................40
Nordic Aviation Capital .................................30
Optica..........................................................37
Pratt & Whitney Canada ...............................36
Piaggio Aero .................................................36
Pilatus .........................................................36
Pratt & Whitney ............................................40
PZL Swidnik .................................................35
Qatar Airways ...............................................13
Robinson .....................................................37
Rolls-Royce ................................12, 13, 37, 40
Rotron Power ...............................................35
Saab ...........................................................22
Santos Lab ..................................................35
Selex ES ......................................................22
SkyWest Airlines ...........................................41
Sparkle Roll Group .......................................36
SR Jet ..........................................................36
Synergy Group .............................................30
Surrey Satellite Technology ...........................32
Thales ..........................................................22
Tekever.........................................................35
Textron AirLand .............................................20
Textron Systems ...........................................22
Transaero .....................................................13
UTC Aerospace Systems ...............................22
Villa Air ........................................................30
Virgin Galactic .............................................32
Weststar Aviation Services ...........................36
4
|
Flight International
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22-28 July 2014
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fightglobal.com 26
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Flight International
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22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
For more in-depth coverage of the
global rotorcraft sector, go online to
ightglobal.com/helicopters
B
ell Helicopter displayed a
full-scale mock-up of its 525
Relentless in a search and rescue
(SAR) conguration, as it contin-
ues to advance the developmen-
tal rotorcrafts sales prospects.
Due to make its rst ight by
year-end, the super-medium type
is pitched at the offshore trans-
portation market. However, says
chief executive John Garrison,
the next biggest segment for [the
525] is going to be SAR.
Garrison describes the 525 as a
tremendously capable platform
for the rescue role, pointing to its
500nm (925km) range even
without auxiliary fuel tanks, and
the full y-by-wire controls,
which offer additional safety.
Farnborough was the second
major showing for the congura-
tion, with Bell having previously
displayed it at the HAI show ear-
lier this year.
Garrison says several of the
companys customers are inter-
ested in a dual role for the 8.7t
helicopter and the fact that its
cabin can quickly be recong-
ured from a 16-seat passenger
layout to SAR guise.
For some of our global oil and
gas customers, to have that type
of capability is signicant. They
dont necessarily have to have
dedicated assets when they can
use the 525, he says.
Matt Hasik, senior vice-presi-
dent commercial programmes,
says assembly of the rst ying
prototype is well under way at
Bells Amarillo, Texas facility.
In addition, he says the 525 al-
ready meets all but one of the rec-
ommendations in the UK Civil
Aviation Authoritys recently
published review of North Sea
offshore helicopter safety.
The only capability the
company might have to boost
slightly is the aircrafts ditching
otation system, to exceed the
CAAs sea state 6 wave height re-
quirement, he adds.
Hasik is condent of the rotor-
crafts ability to meet the speci-
cations, citing the 525s low cen-
tre of gravity and all-round
otation ring system.
N
H Industries (NHI) is con-
dent it has the correct solu-
tions in place to counter corro-
sion problems discovered on the
Royal Netherlands Air Forces
NH90 maritime helicopters.
Deliveries of the seven remain-
ing NFH aircraft on order were
halted earlier this month, after an
examination of two previously
deployed aircraft one in aid of
anti-piracy missions off Somalia,
and one on patrol in the
Caribbean found noticeable
areas of galvanic corrosion.
The Dutch National Aerospace
Laboratory in May reported its
ndings from an investigation
into 92 instances of corrosion,
concluding that the aircraft did
not allow for sufcient draining
and the required protective coat-
ings and insulation had not been
properly applied.
Every programme has teeth-
ing problems thats normal,
NHI says, adding: We have
analysed the situation and set up
a task force.
NHI has acquired special mate-
rials that can provide protection
against corrosion, including a sur-
face coating to prevent water from
adhering to the metal fuselage.
Another way to stop metal- on-
metal corrosion is to place plas-
tic inserts between pieces of
metal, it adds.
The company is now in dis-
cussions with the Dutch govern-
ment on the resumption of deliv-
eries, while retrotting currently
operational aircraft may also be
an option.
Our [oil and gas
customers] dont have
to have dedicated
assets when they
can use the 525
JOHN GARRISON
Chief executive, Bell Helicopter
Sikorsky plots safer course for S-76D
SYSTEMS
S
ikorsky is working to add its
automated Rig Approach sys-
tem to the S-76D medium-class
helicopter, following successful
introduction of the technology on
the heavier S-92.
Carey Bond, president com-
mercial systems and services at
the US airframer, says: What is
good in the heavy market is good
in the medium market.
Key to the successful integra-
tion of Rig Approach is the pro-
cessing power of the rotorcrafts
ight-control computers, and the
one thing on the S-76D is that
there is a lot of processing power,
Bond adds.
Sikorsky has been driving re-
search into automated rotorcraft
ight through its SARA ying test
lab, which uses an S-76 airframe
equipped with a suite of ad-
vanced systems.
Technology derived from
SARA is utilised in the Rig Ap-
proach system, which was intro-
duced in the USA with operator
PHI in November 2013. PHI will
now retrot its entire S-92 eet
with the system, says Bond, and
he believes other operators will
follow suit. I fully expect all
major oil and gas operators to in-
stall it, he says. We think about
automation as the biggest change
we can make to improve safety.
EASA certication of the sys-
tem is anticipated shortly.
The 5.3t S-76D entered service
earlier this year with Trinidads
National Helicopter Services, and
the lead helicopter recently com-
pleted more than 500h of ight
time, Bond adds.
B
illy
P
ix
Farnborough was the second major showing for the configuration
STRATEGY
Bell displays SAR 525 amid
Relentless marketing drive
First fight of new clean-sheet helicopter nears as airframer touts types rescue capabilities
MODIFICATION
NHI condent
on corrosion
x for NH90s
NFH variants are affected
B
illy
P
ix
22-28 July 2014
|
Flight International
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27 fightglobal.com
FARNBOROUGH 2014
SHOW REPORT
T
he UK Ministry of Defence
has formally signed a 90
million ($154 million) deal with
AgustaWestland to integrate two
new missile types on the Royal
Navys future AW159 Wildcat
helicopters.
Through the Future Anti-Sur-
face Guided Weapon (FASGW)
programme, the Royal Navy is to
receive the Thales-built light and
MBDA-developed heavy missile
variants for use on its 28 ordered
maritime rotorcraft.
Philip Dunne, minister for de-
fence equipment, support and
technology, signed the deal with
the Anglo-Italian airframer at the
show. In addition to enhancing
the rotorcrafts capability, the
deal will also create jobs within
the UK, he says.
The capability this provides
to the Wildcat is innovative and
game changing, he says. The
missiles will be ight tested
aboard the aircraft in 2018-2019,
and will be ready for deployment
by 2020. Work will be carried
out at AgustaWestlands Yeovil,
Somerset facility.
Utilising missiles developed
by the two companies, the
FASGW programme also serves
to enhance the UKs relationship
with the French government.
The deal also leads on from an
Anglo-French summit in January,
at which both nations pledged to
co-operate more on defence ac-
quisitions. The heavy missile
will also be used with the French
navys NH Industries NH90s, and
potentially also its Airbus Heli-
copters AS565 Panthers.
Meanwhile, there was a further
boost for AgustaWestland with
the granting of military type certi-
cation for its AW149 by Italys
Armaereo defence aviation pro-
curement body. This follows a
series of operational tests with
the countrys air force.
AgustaWestland says with the
approval in place, the 8.5t heli-
copter a militarised variant of
the civil AW189 is now ready
to enter the international market
to meet a number of eet mod-
ernisation requirements.
The rst test for the AW149 will
come in Poland, where it is being
offered for Warsaws tri-service
contest for 70 transport helicop-
ters. A decision on the procure-
ment is expected later this year.
A
irbus Helicopters is planning
a rapid return for the technol-
ogy employed on its record-
breaking X3 compound rotorcraft
demonstrator, which ew off into
retirement last month.
During an almost three-year
test campaign, the X3 which
features a pair of propellers
mounted on stub wings, coupled
with a set of standard rotors on an
AS365 Dauphin fuselage cap-
tured numerous speed records,
with the rotorcraft being taken to
255kt (472km/h) on 7 June 2013.
The helicopter has since been
handed over to Frances Muse
de lAir et de lEspace at Paris Le
Bourget airport.
However, Airbus Helicopters
will now utilise the technologies
validated during the X3s 155h of
ights to lead the development of
a brand-new high-speed rotor-
craft, under the auspice of the Eu-
ropean Commissions Clean Sky
2 greener aviation programme,
which has just been given the
green light. Dubbed LifeRcraft by
the airframer or low impact fast
and efcient rotorcraft it is tar-
geting a cruise speed of 220kt.
Clean Sky 2 calls for prelimi-
nary studies, architecture and
specications to be concluded
this year, with development and
testing of components and sub-
systems envisioned in 2016-
2018, says the airframer.
Flight evaluations could start
in early 2019, it says. There is a
lot of value in the application of
compound helicopters not only
in terms of performance, but they
also offer a high level of safety
and reliability, says Airbus Heli-
copters chief executive Guil-
laume Faury.
In hostile environments, such
as search and rescue, coastguard
and border patrol and offshore
operations, these characteristics
are vital, he says.
Clean Sky 2 is planned to run
from 2014 to 2023, with 4.05 bil-
lion ($5.55 billion) in funding.
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MUNITIONS
Missile deal sharpens Wildcats claws
AgustaWestland and MoD agree contract to integrate European anti-surface weapons with Royal Navys AW159 feet
A
g
u
s
t
a
W
e
s
t
la
n
d
A total of 28 maritime helicopters will be equipped with FASGW
X3 helicopter technology climbs aboard LifeRCraft
INNOVATION
fightglobal.com 28
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Flight International
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22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
NARROWBODIES
Boeing to offer 200 seats on Max 8
Seattle believes 11-seat advantage over Airbus A320neo will give it a further advantage in the single-aisle battlefeld
For up-to-the-minute air transport news,
network and feet information sign up at:
ightglobal.com/dashboard
E
leven seats is now the differ-
ence in the lucrative heart of
the narrowbody market.
Ten days after Airbus unveiled
a 189-seat A320neo, Boeing struck
back with a plan to add a 200-seat
version of the 737 Max 8.
The move by Airbus was in-
tended to match the baseline ver-
sion of the 737 Max 8, which is
limited to 189 seats due to its exit
capacity. As Boeing often notes,
the 737 Max 8 enjoys a 2.24m
(88in) advantage over the
A320neo in fuselage length, leav-
ing Airbus little if any room to
raise the seat count even higher.
Ryanair chief executive Mi-
chael OLeary, one of Boeings
biggest 737 customers, was not
present at the show, yet he seems
largely responsible for Boeings
decision to offer a 200-seater.
For several years the low-cost
carrier has agitated for Boeing to
raise the seat count on the
737-800 to 199 seats, which is the
maximum accommodation al-
lowed before a fth ight atten-
dant must be added.
Boeing has not yet announced
any customers for the 200-seater,
nor has it settled on the nal
branding (despite a confusing ex-
change between reporters and
president and chief executive of
Boeing Commercial Airplanes
Ray Conner during a media brief-
ing). But Boeing expects the new
variant will appeal to the growing
eld of low-cost carriers, which
prize density above all. Its cer-
tainly a big enough market to go
for it for us, Conner says.
Only a year ago, the size of the
market had not impressed Boeing
enough to come through on
OLearys demands. Airbuss
move to add nine seats to the
A320neo clearly motivated a re-
sponse from Boeing, but competi-
tive forces were only one factor.
Indeed, Boeing has become
steadily bolder as the company
becomes more comfortable with
the design and performance pre-
dictions for the 737 Max.
However, it must be remem-
bered that Boeing launched the
re-engining project in August
2011. The 787 nally entered
service two months later, and Boe-
ing was still in no mood to take on
anything that seemed risky. In the
past year, however, there have
been signs that Boeing is
regaining a bit of its old swagger,
while still being careful to limit
risky development projects.
The 737 Max has reected
Boeings more condent mood. A
year ago, Boeing accelerated the
entry-into-service milestone by
three months to the third quarter
of 2017. More recently, Boeing
executives hinted that the deliv-
ery schedule could be advanced
even further.
The aircrafts predicted perfor-
mance has also improved, with
specic fuel consumption rising
by 1.5 percentage points.
So it follows that the airframers
position on the 200-seat 737 Max
has evolved. A year ago, Conner
answered all questions about a
199-seat Max by repeating a line
that Boeing was focused on deliv-
ering the 189-seat version rst
and only then would entertain
even minor variants.
Twelve months later, the com-
pany feels more condent about
directly and swiftly responding
to the 189-seat A320neo. It was
never a question of whether the
technology was available. Boeing
introduced a mid-cabin exit door
on the 707. In 2006, the company
unveiled the mid-cabin exit com-
plex on the 737-900, which al-
lows capacity on that larger vari-
ant to increase from 189 to 215.
The same exit door will be in-
stalled on the 737 Max 9, and
now is being brought forward as
an option on the 737 Max 8.
B
o
e
in
g
Ryanair chief executive
Michael OLeary has been
badgering Seattle for a
high-density variant for years
[Low-cost carriers
are] certainly a big
enough market to
go for it for us
RAY CONNER
CEO, Boeing Commercial Airplanes
We dont need
to make it look
like a ghter with
folding wings
Announcing the A330neo,
Airbuss JOHN LEAHY has
a none-too-subtle dig at
Boeings 777X
SHOW QUOTE
22-28 July 2014
|
Flight International
|
29 fightglobal.com
FARNBOROUGH 2014
SHOW REPORT
S
uperjet International had a
message for rival Embraer at
the show watch out, we are
coming after you in your own
back yard.
The Italian company respon-
sible for marketing the Russian-
built Superjet 100 in Western
countries sees Brazil and the
rest of Latin America as one of its
key markets. It also believes the
positive experiences of the air-
crafts sole customer Mexicos
Interjet will help it win further
business in the region.
At a joint press conference on
Monday, Interjets chief execu-
tive Jose Luis Garza Alvarez said
that the carrier has been getting
better-than-expected fuel econo-
my and dispatch reliability from
the 93-seat type, and conrmed it
is in talks to convert 10 options
into orders, and aims to make a
decision in the nal quarter.
Other Latin American airlines
are watching Interjet with inter-
est, says Nazario Cauceglia,
chief executive of Superjet Inter-
national. We are certainly not
discouraged about competing in
the home of our competitor.
The move comes as the two or-
ganisations responsible for mar-
keting the Superjet exhibited to-
gether for the rst time at
Farnborough, using a joint chalet
and each had one of its custom-
ers aircraft on show.
B
illy
P
ix
An UTAir example was one of two Superjets on display in the static
REGIONAL JETS
Superjet targets Embraers home turf
Distributor of Russian-built jet sees Latin America as key market, as Mexicos Interjet reports impressive performance
As well as the Interjet aircraft
on display outside the pavilion of
Superjet International parent
Finmeccanica, there was also an
SSJ100 in high-density 103-seat
conguration and special livery
operated by Russias UTAir.
Sukhoi Civil Aircraft (SCAC)
a joint venture between the Rus-
sian design bureau and Alenia
Aermacchi has responsibility
for marketing the aircraft in the
CIS and Asia. We used to go to
shows separately, but since Paris
[air show in 2013], we proposed
to SCAC that we integrate the
chalet, and thats what we did,
says Cauceglia. The experience
was positive, so now we have de-
cided to continue.
Farnborough is important to
Superjet International, he says,
because now we can really sell
to the market the service experi-
ence of our Western customer.
They like this aircraft so much.
Having the two aircraft on dis-
play reinforces the message that
this is a worldwide aircraft,
adds Cauceglia. The Superjet is
operating in the hot and high cli-
mate of Mexico City and in the
northern Russian winter.
There is another benet to
exhibiting together.
At last years Paris air show,
tensions emerged between the
two partners at a Finmeccanica
brieng. This year we are saying
the partnership is solid, says
Cauceglia, who adds that Alenia
Aermacchi parent Finmeccanica
would not have agreed to display
the Superjet as part of the pavil-
ion if it had doubts about its fu-
ture. Indeed, Cauceglia insists
that with the Mitsubishi Regional
Jet still in development, the
Superjet remains the only new-
generation regional jet currently
in commercial service.
Meanwhile, Kazakhstani
carrier Bek Air has agreed to take
delivery of seven Superjet 100s.
Bek Airs Superjets will be con-
gured in an all-economy layout.
Three will be delivered in 2015
and the other four in 2016.
The aircraft supplied will be
the long-range version, and tted
with 103 seats.
This [order signature] opens
new prospects on the aviation
operations market for [Superjets]
within the Eurasian Economic
Union, the airframer says.
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fightglobal.com 30
|
Flight International
|
22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
For all the latest news, images
and video from the show, visit:
ightglobal.com/farnborough
A
TR is condent it will pass
its previous record year for
orders of 157 in 2011 after unveil-
ing a string of new commitments
at the show.
The European turboprop man-
ufacturer had secured 144 rm
aircraft orders and options on
another 112 at the halfway stage.
We are getting close to our
record year, says ATR chief ex-
ecutive Patrick de Castelbajac.
We are condent that we will
surpass the 157 aircraft target
before the end of the year.
Nordic Aviation Capital placed
the largest commitment during
the show, with 75 units. The
Danish operating lessor ordered
25 ATR 42-600s and took options
on 50 more.
The deal not only solidies
NACs position as ATRs largest
customer, it also gives it a
substantial lead against other
operating lessors in the turboprop
market. Last year at the Paris air
show, it signed for up to 90 ATR
aircraft while in October 2013 it
committed for up to 35 ATR 600
series. Unlike these earlier orders,
which were predominantly for the
larger ATR 72, the latest batch are
for the ATR 42-600.
NAC chairman Martin Moller
says the lessor sees a solid de-
mand in the 30-50 seat market as
well as additional capacity. We
have a good idea about where
half of this rm order will be
going to be placed, he says.
It was not the only lessor to
give a ringing endorsement at the
show. By far it is the most com-
mercial turboprop programme
ever built and is the only one that
has sold and delivered more than
1,100 units, says Air Lease chief
executive Steven Udvar-Hazy,
after the lessor ordered a further
seven ATR 72s to take its orders
for the type to 28.
We think the ATR 42/72
family has a long way to go and
eventually could reach 2,000
units, he adds.
Other ATR commitments at
the show include 30 from
Avianca parent Synergy Group,
including 10 rm orders; six rm
and six options from soon to be
rebranded Myanma Airways; and
additional ATR 72-600s for Air
New Zealand, Air Tahiti and
Maldives-based Villa Air.
The announcements take
ATRs orderbook at more than
500 units for its -600 series.
Todays backlog stands at 325
units a historical high, repre-
senting about three-and-a-half
years of production.
E
mbraers re-engined E2 left an
impact on this years Farnbor-
ough air show, as rival
Bombardier sought to make the
best of the industrys biggest gath-
ering after an unfortunately timed
engine failure on its CSeries jet.
Embraer ofcially launched
the E2 at last years Paris air show
and ensured that its latest
commercial offering stayed in the
spotlight at Farnborough with a
cabin mock-up of the E2 cabin.
Equipped with larger windows
and overhead bins, mood lighting
and a staggered business class seat
conguration, it formed part of the
airframers strategy to win new or-
ders. And it certainly did, unveiling
a tentative order for up to 100 E175
E2 jets from US regional carrier
Trans States Holdings followed by a
commitment for up to 50 E195 E2s
from Azul. The Brazilian carrier
will be the E195 E2 launch operator.
The new orders come as Em-
braer expects to freeze the design
of the E190 E2 by end-2014, with
the rst iron bird to be ready in
2015. The Brazilian airframer also
continued to disclose more orders
for its current generation E-Jet, the
E1. Existing customer Fuji Dream
Airlines, among others, was re-
vealed as the customer behind a
rm order for three E175s with an
additional three options.
While the E2 dominated head-
lines at Embraer, Bombardier tried
to play down the absence of its in-
development CSeries jet. A failure
involving the aircrafts Pratt &
Whitney engine in late May
grounded the aircrafts ight test
programme and dashed any hopes
of the CSeries making its interna-
tional debut at Farnborough.
Bombardier Commercial Air-
craft president Mike Arcamone
attempted to shrug off the CSeries
absence, saying that other com-
ponents of the testing programme
are still progressing as the air-
framer hopes to resume ight
testing in weeks.
Despite the CSeries missing
Farnborough, Arcamone says the
airframer would rather have
prospective customers visit
Bombardiers facilities for a
hands-on experience with its new
jet instead of jostling with the
crowds at a major air show.
The airframer has detailed new
commitments for the CSeries, in-
cluding its rst African CSeries cus-
tomer. The unidentied airline has
agreed to acquire ve CSeries air-
craft. Arcamone says the carrier al-
ready operates the CRJ and Q400,
suggesting African airlines SA Ex-
press, Arik Air and Rwandair. Arik,
in particular, has indicated interest
in the CSeries.
An existing CS300 customer,
believed to be Russias Ilyushin
Finance, committed to order up
to 13 additional CS300s.
Bombardier had a Q400 in Ethiopian AIrlines colours in the static display
COMMITMENTS
E2 capitalises on CSeries misfortune
Embraer maintains momentum as Bombardier seeks to downplay impact of absence of its in-development jet from show
Farnborough orders propel ATR toward new record
TURBOPROPS
B
illy
P
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22-28 July 2014
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Flight International
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31 fightglobal.com
FARNBOROUGH 2014
SHOW REPORT
A
SL Aviation Group has
signed a letter of intent to
purchase 10 Lockheed Martin
LM-100J freighters, in a develop-
ment that will see the company
move forward with certication
of its civil version of the C-130J
Super Hercules.
The LM-100J will have a list
price of about $65 million and
deliveries should start in 2018,
says Lockheed Martin Aeronaut-
ics executive vice-president Or-
lando Carvalho.
Hugh Flynn, chief executive
of Dublin-based ASL, says the
LM-100Js will gradually replace
nine Lockheed L-100 Hercules
operated by ASL subsidiary Sa-
fair, a South African-based char-
ter and logistics company.
Flightglobals Ascend Fleets da-
tabase records six of these as
being in current use; built be-
tween 1967 and 1976.
Flynn praises the Herculess
durability, reliability and perfor-
mance from short airelds in re-
mote locations.
Carvalho says Lockheed began
the LM-100J certication process
with the US Federal Aviation Ad-
ministration earlier this year, and
expects to nish the activity by
the end of 2017. A nal valida-
tion period will follow.
Lockheed built 115 L-100s,
which were based on its original
C-130 Hercules, between 1964
and 1992.
In the early 1990s, it began pro-
ducing the new-generation C-
130J for military customers, but
only recently began offering an
upgraded civil variant.
The LM-100J will have rough-
ly 50% more range than the
L-100, with the ability to y
2,200nm (4,070km) with a pay-
load of 18,200kg (40,000lb),
Lockheed said in February. The
transport will have a top speed
of 355kt (657km/h) 10% faster
than its predecessor and will
require a ight crew of two, rath-
er than three.
The LM-100Js four Rolls-
Royce AE2100D turboprops will
provide 30% more power than
the L-100s Allison T-56 power-
plants, according to Lockheed. It
will also burn 15% less fuel than
its predecessor and cost 35%
less to maintain.
Lockheed currently produces
24 Super Hercules annually at its
Marietta, Georgia facility, and
will sustain that rate for the fore-
seeable future. It is also in the
process of negotiating a new US
multiyear contract for 78 C-130Js,
and says it has enough orders to
extend production well into the
next decade.
TRANSPORTS
LM-100J lifts off with rst customer
Selection to replace chartering and logistics companys L-100s edges civil version of C-130J Hercules towards production
L
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c
k
h
e
e
d
M
a
r
t
in
South Africas ASL Aviation Group plans to operate the type
fightglobal.com 32
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Flight International
|
22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
Read all the news and analysis from the
cutting edge of human space exploration:
ightglobal.com/spaceight
T
he UK is laying the ground-
work for a commercial space
transportation industry by open-
ing a consultation on a site for a
spaceport and looking across the
Atlantic for guidance on how to
regulate the business of ferrying
passengers to space, with opera-
tions possible from 2018.
A memorandum of under-
standing signed at the show will
see the UK Civil Aviation Author-
ity and UK Space Agency work
with the US Federal Aviation Ad-
ministration to ensure operations
are safe without keeping compa-
nies Earth-bound with excessive
regulation.
Aviation minister Robert
Goodwill speaking in place of
David Willetts, the science minis-
ter who lost his job in last weeks
Cabinet reshufe said the UKs
goal is to command 10% of a
global space business estimated
to be worth some 400 billion
($684 billion) by 2030.
Goodwill underscored the UK
governments understanding that
spaceplane technology for so-
called space tourism was just
over the horizon, and is expected
to be adaptable to launch small
satellites. Critically, enabling low-
cost launches of small satellites
a UK industrial strength is key to
that strategy, he says.
The UK is looking to learn
from best practice, which at this
point means the FAA which
currently is the only safety au-
thority yet to establish rules on
space tourism.
FAA associate administrator
George Nield says the administra-
tion takes a different approach
with space tourism than aviation,
regulating operations rather than
equipment and treating the ma-
chines as experimental aircraft.
A certication regime would
stie commercial operators, he
says. Operators like Virgin Galac-
tic which plans to begin
suborbital tourism operations as
early as end-2014, from a pur-
pose-built spaceport in New
Mexico are not to be treated as
common carriers.
Rather, passengers will be ad-
vised of the hazards of spaceight
and have to waive any rights to
sue the operator before ying.
FREEDOM
Ultimately, Nield says, the devel-
opment of high-speed point-to-
point travel by suborbital craft
depends on allowing operators
wide development freedom as
existed in the pioneering days of
aviation rather than restricting
them to dened routines and
equipment, as is generally dictat-
ed by modern civil aviation regu-
lations. UK Space Agency chief
David Parker stresses no deci-
sions had been taken as to wheth-
er or not a UK spaceport would
enjoy any public subsidy.
However, in beginning to es-
tablish a regulatory programme
and identifying eight remote lo-
cations with suitable weather and
potential for a 3,000m (9,800ft)-
plus runway, the UK is making it
possible for entrepreneurs to pro-
vide low-cost access to space
from British territory.
The long runway feature
assumed to characterise any
spaceport underscores UKSAs
belief that commercial space
transport operations will be via
spaceplanes. Spaceport America
the state of New Mexico-subsi-
dised facility hosting Virgin Ga-
lactic boasts a runway of more
than 3,650m.
Virgin Galactics operation re-
calls the X-15 era. A six-passen-
ger, rocket-powered spaceplane
is lifted by a specially built carri-
er aircraft to 50,000ft, where it is
released to continue its ascent to
328,000ft by its own rocket
power, entering a short suborbital
trajectory and then a gliding re-
turn to the runway.
Signicantly, Virgin Galactic is
also planning to offer satellite
launches. By substituting a boost-
er rocket for the passenger-carry-
ing SpaceShipTwo, it believes it
SPACEFLIGHT
UK space industry readies for launch
With sub-orbital transport set to boom in coming years, country is moving to secure a share of the burgeoning business
STRATEGY
Scotland prevails in spaceport shortlist
In shortlisting locations for a space-
port, the UK Space Agency looked
for remote places where the unin-
volved general public would be at
minimal risk from accidents.
Other factors included the selec-
tion being a site where operations
within segregated airspace would be
feasible, a 3,000m (9,800ft)--plus
runway could be accommodated and
which is on the coast, where weath-
er is most amenable including by
offering take-off into prevailing wind.
The eight locations chosen are:
Newquay Cornwall, Llanbedr,
Campbeltown, Glasgow Prestwick
and Stornoway airports, the RAF sta-
tions at Lossiemouth and Leuchars,
and Kinloss Barracks.
Six of those sites are in Scotland,
where voters will go to the polls in
September to choose yay or nay on
independence.
When asked if geographic con-
centration refected any hope to
sway the countrys imminent inde-
pendence referendum, UKSA chief
Dave Parker merely says the agency
assumed Scotland would remain
part of the United Kingdom. In any
case, no site will be actually chosen
until well after the vote.
Airbuss spaceplane would use both turbofan and rocket engines
A
ir
b
u
s
fightglobal.com
could push payloads of up to
250kg (550lb) into low-Earth
orbit. The LauncherOne pro-
gramme was unveiled by Virgin
boss Richard Branson to great
fanfare at the 2012 Farnborough
air show.
Enthusiastic potential custom-
ers include Surrey Satellite Tech-
nology (SSTL). The low-cost and
low-mass satellites pioneer is a
shining star of the UK space
industry and probably the
worlds largest satellite manufac-
turer, by volume.
IMPEDIMENT
But as a company spokesperson
reminded Flight International at
this years Farnborough, the cost
of access to orbit remains a major
impediment to growth.
Modern electronics mean
small satellites can increasingly
provide services that previously
needed very large platforms but
launch costs in the tens of mil-
lions of dollars force operators to
book multi-payload ights.
Sharing launch costs makes
many missions affordable, but
leaves operators at the mercy of
the timetable of payload partners.
SSTLs most recent launch was
its 150kg-class demonstrator
TechDemoSat-1 by Soyuz rocket
from Baikonur, as one of more
than four secondary payloads.
US government control of the
export of sensitive technologies
so-called ITAR rules would be
problematic for UK operation of
Virgin Galactic craft. However,
while UKSA says it is looking at
ways to work around the ITAR
issue, there may be home-grown
options. Airbus Defence & Space,
which conducts much of its R&D
and manufacturing at Stevenage
in the UK, is developing a
runway take-off and landing sub-
orbital spaceplane that would
carry both turbofan and rocket
engines.
Although it has been running
slowly since its start in 2007, the
programme has recently been
accelerated.
A May drop test from 3,000ft
off the coast of Singapore of a
quarter-scale model with active
ight control surfaces will be
followed in early-2015 by a 30km
(19 mile) drop from a stratospher-
ic balloon, to test the aircrafts su-
personic ight.
Programme head Stphane
Latieule says the goal is to
develop key technologies for
three promising markets space
tourism, scientic exploitation of
suborbital microgravity and the
launch to low Earth orbit of small
satellites via second and/or
third-stage rockets which are
released at altitude.
Another UK company, Reac-
tion Engines, hopes to revolu-
tionise access to full orbital ight.
The company is pitching a
system based on a radical air-
breathing rocket engine it claims
will be capable of driving airline-
style operations with a runway
take-off and landing, and features
a reusable single-stage-to-orbit
spaceplane.
The company, based near the
UKs space industry cluster in
Oxfordshire, in late 2013 won a
grant of 60 million of UKSA
support toward the 350 million
or so it needs to have a prototype
of its SABRE engine in bench
testing by 2017 and ready for
ight tests from 2020.
FARNBOROUGH 2014
SHOW REPORT
Passengers will be
advised of the hazards
of spaceight and
have to waive any
rights to sue the
operator before ying
14-16 OCT 2014
AMSTERDAM
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R
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is a key inspiration
for the UKs future
space business
fightglobal.com 34
|
Flight International
|
22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
For more coverage of the burgeoning
unmanned air system sector log on to
ightglobal.com/UAV
L
ockheed Martin is preparing a
series of ights to prove the ca-
pability of its K-Max unmanned
rotorcraft to transport and deploy
an autonomous ground vehicle.
In an effort to prove the poten-
tial of robots moving robots, the
vertical take-off and landing un-
manned air vehicle derived
from a Kaman-designed manned
helicopter will next month take
part in the US Army-led trials,
which will see it carry a Lockheed
squad mission support system
(SMSS) at Fort Benning, Georgia.
For this demonstration the
thought process behind it is to use
unmanned to move unmanned,
Jon McMillen, business develop-
ment lead for K-Max, says. This
will be getting assets in the air to
move things on the ground. This
is really a proof of concept of how
this will happen.
The K-Max is capable of carry-
ing loads of up to 2,720kg
(6,000lb), while the SMSS un-
manned ground vehicle can
weigh some 1,820-2,270kg.
K-Max aircraft have been de-
ployed in Afghanistan in a cargo-
transport role for the US Marine
Corps, during which the type has
carried 2,040kg payloads in the
hot and high conditions.
Its far more than many aircraft
could do, McMillen adds.
Meanwhile, the UAV is also
due to undergo further testing
with the US Army under its au-
tonomous technologies for un-
manned aircraft systems pro-
gramme. The K-Max has
previously demonstrated multiple
vehicle-agnostic autonomous
capabilities as part of this effort.
Previous testing was carried out
in 2013, but modications have
since been made to the system,
which the army is expected to test
in the coming months.
We are essentially extending
that work that we did, McMillen
says. Weve been doing rene-
ments and will be ramping up the
ight testing portion.
In parallel to the military test-
ing, Lockheed is also looking to
certicate the platform for ight in
US civil airspace.
McMillen says this could open
up the use of the K-Max for emer-
gency service applications such as
re-ghting.
B
AE Systems lifted the veil on
a second series of ight tests
with the Taranis unmanned com-
bat air vehicle demonstrator, as
the UK and French defence min-
istries also strengthened their
commitment to jointly study a
future operational platform.
The highly classied Taranis
was rst own at an undisclosed
foreign location in August 2013,
but it was not until February that
BAE and its industry partners
which include Adour 951 engine
supplier Rolls-Royce were al-
lowed to disclose limited details
about a rst series of ights.
Chris Garside, BAEs engineer-
ing director for future combat air
systems, reveals that a second
round of test ights was per-
formed between late 2013 and
early 2014. These included ying
the demonstrator in a fully
stealthy conguration, making it
virtually invisible to radar.
The aircrafts communications
antennas were replaced with
signature control variants, and
an air data boom installed on the
nose for earlier tests removed in
favour of using a conformal ight
data gathering system.
The latter installation had
very little impact on the radar
cross section, Garside says. Key
elements of the trial included
showing the aircrafts ability to
autonomously navigate to a
search area before detecting a tar-
get using representative sen-
sors and generating an attack
prole for approval by an opera-
tor. We were particularly
pleased with the handling and
performance of the aircraft, says
Garside, who adds that ight tri-
als have continued to meet all of
the programme objectives.
Taranis is now back in the UK
undergoing maintenance, and
discussions are continuing with
the MoD with regard to further
planned ight testing, BAE says.
Meanwhile, the UK and
France signed a two-year feasibil-
ity phase deal linked to a bilateral
future combat air system pro-
gramme. Worth 120 million
($205 million), the activity is to
involve airframers BAE and Das-
sault, propulsion system suppli-
ers R-R and Snecma and sensor
and communications specialists
Selex ES and Thales.
The activity also will draw on
the companies experiences with
the Taranis and Dassault-led
Neuron unmanned demonstrator
programmes.
The rotorcraft is capable of carrying loads of up to 2,720kg
The UCAV design is virtually invisible to radar, according to BAE
Lockheed readies K-Max for UGV deployment trials
DEVELOPMENT
EVALUATION
Taranis goes fully stealthy for tests
UK demonstrator met objectives during second round of analysis, including autonomous navigation and attack profling
B
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22-28 July 2014
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Flight International
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35 fightglobal.com
FARNBOROUGH 2014
SHOW REPORT
Malaysian funding
to revive Evektor
EV-55 development
SHOW REPORT P36
Taranis proves
the technologies
for the next
chapter for the
British aerospace
industry
CHRIS GARSIDE, BAE Systems
engineering director for future
combat air systems, on the
importance of the UKs
demonstrator activity
SHOW QUOTE
A
g
u
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t
s
W
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la
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U
K-based Rotron Power is to
supply CybAero with en-
gines for its Apid 60 unmanned
air vehicle including a newly-
launched heavy fuel powerplant.
The Apid 60 will employ the
manufacturers RT600 engine in
both its gasoline-powered and
heavy fuel guises, says chief ex-
ecutive Jim Edmondson. Rotron
hopes to see the Apid 60 ying
with its new engine by the end of
2014, he says.
The selection comes with the
announcement that Rotron will
offer the rst commercial, off-the-
shelf heavy fuel engines in the
20-60shp (15-45kW) category.
Our new partnership with
CybAero is a massive step for Ro-
tron towards becoming a global
leader, says head of operations
Charlie Nicoll.
The burn pattern of the engine
was the biggest challenge Rotron
faced while developing the new
powerplant, Edmondson says.
PROPULSION
CybAero selects
Rotron for Apid
60 powerplant
A
gustaWestland has complet-
ed demonstration activities
of an optionally-piloted helicop-
ter based on the SW-4 Puszczyk
light-single manufactured by its
Polish subsidiary PZL Swidnik.
The SW-4 Solo has been devel-
oped under a research contract
with the Italian defence ministry
to evaluate modern remote-
controlled rotorcraft technology
and its potential to provide en-
hanced capabilities for the Italian
armed forces, says the Anglo-
Italian airframer.
Flight testing, carried out in
Poland and Italy, began in Sep-
tember 2013 and concluded in
May, with nal evaluations con-
ducted in Frosinone, Italy.
Test activities included system
monitoring, hands-off and remote-
controlled manoeuvres, hovering
and a range of mission proles. A
pilot was on board during the op-
tionally piloted phase of the test-
ing as a safety precaution, the
company says. The Solo platform
could perform a number of
missions, including personnel
transportation, surveillance and
intervention, it adds.
Alongside the work with Italy,
AgustaWestland is also collabo-
rating with the UK Ministry of
Defence on a programme to
evaluate advanced [rotorcraft
unmanned air system] technolo-
gy and its capabilities.
T
ekever has introduced two
new unmanned air vehicles
to its family of systems one of
which was involved in a ying
display at the show.
The AR2 Carcara was due to
get airborne with the older AR4
Light Ray a hand-launched type
that has been used by NATO op-
erators in Kosovo.
The AR2 was originally devel-
oped by Brazils Santos Lab, and
has been adapted by Tekever to
advance the types performance.
It is being launched alongside
the AR5 Life Ray Evolution
medium-altitude, medium-en-
durance UAV.
ROTORCRAFT
AgustaWestland completes
Solo demonstration ights
Optionally-piloted helicopter developed under research contract with Italian defence ministry
FLEET
Tekever expands line-up with UAV pair
The Carcara has a 2.1m (6.9ft)
wingspan, is 1m in length and
has a 2.5h endurance. The AR5
has a 4.3m wingspan, is 3m in
length and has an endurance of
8-12h, and has a maximum take-
off weight of 450kg (991lb). The
UAV can be provided with a sat-
ellite communications t for be-
yond line-of-sight operations.
Additional fuel tanks on the air-
crafts wings may be an option in
the future, says Ricardo Mendes,
Tekevers chief operating ofcer.
Brazils navy already operates
the Carcara, and under its
teaming agreement with Santos
Lab, Tekever is now promoting
the system outside the military
sector to potential law enforce-
ment customers.
Portuguese company Tekever
launched a UK division in Sep-
tember 2013. This is anticipating
testing some of its systems with
the UK Ministry of Defence in
August, through the Autono-
mous Systems Underpinning Re-
search programme at Larkhill in
Wiltshire. This activity will focus
on interoperability of UAVs and
how they share information.
The companys UK division is
also best-placed to expand sales
in regions such as the Middle
East, Mendes believes.
The work involved
adapting the PZL
Swidnik-built
SW-4 Puszczyk
fightglobal.com 36
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Flight International
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22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
Keep up with the latest news and read
in-depth analysis from the business
aviation sector: ightglobal.com/bizav
P
iaggio Aero has secured the
rst major contract for its new
Avanti EVO, in a deal that could
eventually be worth as much as
$370 million at list prices.
Hong Kong-headquartered in-
vestment and advisory rm Bra-
via Capital plans to acquire up to
50 of the twin-engined turbo-
props in a commitment compris-
ing 10 rm orders and 40 options,
with deliveries scheduled to
begin early next year.
The third-generation Avanti
will be used for passenger trans-
portation in the USA. The EVO
will service the East Coast, West
Coast and numerous other areas,
says Bravia Capital chief execu-
tive Bharat Bhise.
The $7.4 million EVO was
launched in May and incorporates
a host of improvements over its
Avanti II predecessor. Piaggio
Aero hopes to clinch certication
for the twin-pusher in September.
Piaggio Aero handed over the
rst extended-range variant of the
Avanti II at the show to Chinese
operator SR Jet. This aircraft is
part of a multi-million dollar deal
for up to 10 of the type placed last
year by SR Jets parent company,
Sparkle Roll Group.
A new auxiliary tank raises the
Avanti IIs fuel capacity to
1,470kg (3,240lb), and helps to
boost its range with four passen-
gers to 1,720nm (3,190km).
E
vektor has secured a $200
million investment from Ma-
laysian company Aspirasi Perti-
wi, giving the Czech design and
engineering company much-
needed backing to complete certi-
cation of its agship EV-55
Outback utility aircraft.
The twin-engined turboprop
was launched in 2005, but a lack
of funding has slowed develop-
ment of the 14-seater, which was
originally scheduled for service
entry in 2013.
Initially Evektor bankrolled
the programme using company
prots generated by its light sport
aircraft range and other engineer-
ing projects, alongside a Czech
government grant.
However, Evektor deputy di-
rector Petr Sterba says: This
hasnt been enough to complete
development. But this latest in-
vestment should get the EV-55
back on track. We would like to
secure certication within the
next two and half years.
The funding from Malaysia will
be invested in the Evektor group
over the next decade, with a view
to creating a global brand in both
the aerospace and automotive sec-
tors. The EV-55 is the companys
immediate priority, however.
Sterba says Evektor will use
the initial tranche of money to
complete certication of the tur-
boprop, which it estimates will
cost around $50 million.
The rst EV-55 prototype
(MSN001) made its maiden sortie
in 2011 and has logged 172h to
date. A production-conforming
aircraft is now being assembled
in preparation for rst ight early
next year.
Powered by a pair of Pratt &
Whitney Canada PT6A-21 en-
gines, the EV-55 is Evektors rst
foray into the business and utility
aircraft market.
The manufacturer says its ob-
jective with the model is to re-
place the huge eets of obsolete
six- to nine-seat piston twins, in-
cluding Cessna 402/404s, and be
a successful competitor to sin-
gle-engined rivals like the Cessna
Caravan and Pilatus PC-12.
INVESTMENT
Malaysian funding to revive
Evektor EV-55 development
Czech airframer secures much-needed backing to complete certifcation of 14-seat Outback
E
v
e
k
t
o
r
The utility aircraft is powered by a pair of Pratt & Whitney Canada PT6A-21 turboprops
A
gustaWestland celebrated the
handover of the rst AW189
medium twin-engined helicopter
to its Asia-Pacic launch custom-
er Weststar Aviation Services.
The 8.3t AW189 will join
Weststars AW139 intermediate
twins in performing offshore
transport missions, with a second
scheduled for delivery in the sec-
ond quarter of 2015.
Weststar also has an order in
place for 34 AW139s and two
AW169s, and has ambitious
plans for further growth.
To cater for the [oil and gas]
industrys burgeoning operation-
al needs, we aim to expand our
eet to 100 helicopters in the
next ve years, says Weststar
chief executive Gen Tan Sri Mu-
hammad Ismail Jamaluddin.
AgustaWestland has also se-
cured its rst UK air ambulance
customer for its AW169, with an
order for the intermediate twin
from the Kent, Surrey & Sussex
Air Ambulance Trust.
The 4.5t rotorcraft is scheduled
for delivery in the fourth quarter
of 2015.
It will be operated on behalf of
the trust by UK helicopter sup-
port and maintenance company
Specialist Aviation Services,
which committed to six of the air-
craft at the Farnborough air show
in 2012.
MILESTONE
AgustaWestland
marks double
frst for civil duo
Piaggio Aero clinches frst order for Avanti EVO
TURBOPROP
Sparkle Rolls Ji Xingzhuo with
Piaggio Aeros Carlo Logli
B
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37 fightglobal.com
FARNBOROUGH 2014
SHOW REPORT
Atlas deliveries
ready to power up
SHOW REPORT P39
T
wo recently introduced mid-
size business jets made their
European debuts at Farnborough.
Bombardiers newest family
member the super-midsize
Challenger 350 made a eeting
visit to the static display, where it
was anked by its ultra-long-
range Global 6000 and superlight
Learjet 75 stablemates.
Bombardier is hoping to drum
up sales of the 10-seat aircraft
across the continent ahead of Eu-
ropean certication for the twin-
jet, which is scheduled for the
third quarter.
The $26.5 million Challenger
350 which entered service last
month with fractional operator
NetJets is an upgraded version
of the 10-year-old Challenger 300.
The type features more power-
ful Honeywell HTF7350 turbo-
fans, an increased maximum
take-off weight, a longer range
and an upgraded interior.
Cessnas newly certicated
Citation X+ also touched down at
the show after completing its rst
transatlantic ight.
The worlds fastest commercial
aircraft an upgrade of the 18-
year old Citation X was
launched four years ago to help
revive interest in Cessnas mid-
size offering.
Three of the $22 million type
have been delivered since the 12-
seat aircraft entered service last
month.
The type features uprated
Rolls-Royce AE3007C2 engines, a
Garmin 5000 ightdeck, im-
proved performance and pay-
load, a longer and refurbished
cabin and winglets as standard.
J
ohn Edgley, designer and de-
veloper of the iconic Optica
observation aircraft, is hoping to
nd a buyer for the three-seater
who can restore the brand.
This is an opportunity to pur-
chase a unique aircraft pro-
gramme and get it into produc-
tion fairly quickly, says Edgley.
He acquired the Opticas jigs,
tooling and design rights as
well as two aircraft seven years
ago from its former owner Avia-
tion Group International.
The deal also included the
rights to the FLS Sprint two-seat
ab initio trainer, which is also for
sale. One of the Opticas
formerly owned by the Spanish
government has been fully re-
stored by Edgley and was on dis-
play at the show. We are using
this Optica as a demonstrator. It is
proving very popular, he says.
Edgley admits he has always
been passionate about the
Optica, which made it rst ight
in 1979 and entered service six
years later. A total of 22 aircraft
were built, while another re-
mains unnished.
However, the programme has a
chequered history. Edgley left the
company in 1985, shortly after
the fatal crash of a police-operat-
ed Optica (G-KATY).
The company was then ac-
quired by Brooklands Aerospace,
but an arson attack at its factory
the following year destroyed all
but one ying example. Produc-
tion ceased in 1990 when Brook-
lands was declared bankrupt. The
rights then changed hands multi-
ple times, before passing to Edg-
leys company Aeroelvira in 2007.
The Optica has a bubble
canopy observation platform,
which gives the pilot a perfect
eld of vision. It has a 570nm
(1,060km) range, a cruise speed
of 70kt (130km/h) and can y for
up to 8h at a speed suitable for
observation duties.
B
illy
P
ix
The engineer acquired the aircrafts tooling and design rights seven years ago from its former owner
E
nstrom is preparing to y its
TH180 light piston-engined
helicopter this quarter, and says it
will step up sales and marketing
efforts for the two-seat single once
it has established the aircrafts per-
formance characteristics.
Tracy Biegler, chief executive
of the Chinese-owned, US-based
airframer says the TH180 a
scaled-down version of the com-
panys 280FX is scheduled for
certication in 2015.
The TH180 is targeted at the
lucrative training school market,
and pitched against established
brands including the Guimbal
Cabri G2, Robinson R44 and
Schweizer 300.
The helicopter training mar-
ket has huge potential for us,
Biegler says. Not only does it
help to drive sales of the aircraft,
but it introduces a new customer
base to the Enstrom product line.
We need to capture these poten-
tial customers early in their ying
careers so they remember the
Enstrom brand if they become
helicopter owners.
Sitting above the $400,000
TH180 in the Enstrom line-up are
the three-seat piston-engined
F-28F, the 280FX and the ve-
seat, turbine-powered 480B.
We are also evaluating the
market for a larger turbine single
to sit at the top of our product
line, says Biegler.
Enstrom readies TH180 for frst fight
HELICOPTERS
Challenger 350 on debut
B
illy
P
ix
BUSINESS JETS
Bombardier and
Cessna midsize
rivals face-off
PITCH
Visionary Optica developer
seeks buyer to revive brand
Bubble-cockpit types designer John Edgley offering opportunity to produce three-seater
FLIGHT SAFETY
2014
London Heathrow Marriott, London, UK
16
th
- 17
th
September 2014
Visit www.ightglobalevents.com/fsafety14
Join international airlines and market experts from across
the globe for the fth annual Flight Safety Conference.
Do not miss out on this unique and forward thinking event.
Giancarlo Buono
Regional Director for Safety and
Operations Europe, IATA
Pere Fabregas
Safety Manager
Vueling
Michel Gorog
Safety & Compliance
Compliance Managing Director
Air France
Simon Grace
Safety & Quality Manager
Aviation Support
ybe
David Learmount
Operations and Safety Editor
Flightglobal
Hctor David Hidalgo Medellin
Safety Management Systems Manager
Avianca
Harry Nelson
Executive Operational Advisor
to Product Safety
Airbus
Dave Prior
Director of Safety and Security
easyJet
Tim Steeds
Director of Safety and Security
British Airways
Martin Timmons
Deputy Director Safety and Security
Ryanair
KEY REASONS
TO ATTEND
CONFIRMED SPEAKERS INCLUDE:
Supported by: Sponsors and Exhibitors:
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An exceptional speaker line-up is
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Interactive and industry-led
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A special focus on training,
automation and skill fade will
allow in-depth discussion around
current and emerging issues
A complimentary drinks reception
and a delegate networking tool
for registered attendees will
facilitate extensive and high quality
networking
22-28 July 2014
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Flight International
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39 fightglobal.com
FARNBOROUGH 2014
SHOW REPORT
High-fying displays
SHOW REPORT P42
SURVEILLANCE
E
mbraer is making strides on
the KC-390 tactical transport
and tanker programme, and still
expects its rst prototype to make
its maiden sortie by year-end.
The airplane is becoming real,
says Paulo Gasto Silva, vice-presi-
dent of the KC-390 programme.
The prototypes fuselage is pro-
gressing through nal assembly
and both wings have now been
placed into the tooling in prepara-
tion for joining to the fuselage.
A second prototype has also
started the assembly process at
Embraers Gaviao Peixoto facili-
ty in Brazil.
Delivery of the rst aircraft to
launch customer the Brazilian air
force is anticipated in the second
half of 2016, says Silva.
Embraer says that unlike other
military transports, the Interna-
tional Aero Engines V2500-pow-
ered KC-390 will have no depot-
level maintenance requirements.
Instead, its maintenance regime
will be aligned to that of a civilian
airliner, with a one-day A-check to
take place after every 600 ight
hours, and more comprehensive
C-checks to be due every 10 years.
Brazils air force has an order
for 28 examples of the type.
Argentina, Chile, Colombia, the
Czech Republic and Portugal have
also expressed interest in buying
up to a combined 32 more.
T
he Airbus A400Ms rst year
of operational service has
been marked by solid reliability
from its TP400-D6 engines, says
Europrop International (EPI)
president Ian Crawford.
Things are going as we
planned, he says. The engine
in service is demonstrating the
capabilities that the customers
wanted.
Combined, the two Atlas air-
craft in service with the French
air force and one with Turkey
have amassed around 2,000
engine ight hours. We have
had no signicant engine issues,
no engine removals or major
module removals, Crawford
says; just the usual line mainte-
nance snags you would expect.
EPI has ramped up its
production of the turboprop to
match Airbuss increased nal
assembly rate for the tactical air-
lifter. Eleven more aircraft are
due to be handed over before
year-end, with three of these now
in the delivery process for
France. Others include the rst
examples to be produced for the
UK and Germany.
We have delivered to Airbus
all engines required to deliver all
aircraft due this year, says
Crawford, who adds that EPI is al-
ready testing the TP400s destined
for production aircraft MSN22.
Meanwhile, the UK Royal Air
Force is gearing up to receive its
rst Atlas from a 22 aircraft order.
MSN15 is at Airbus Defence &
Spaces San Pablo nal assembly
site near Seville, Spain. It is
expected to make its rst ight
around the end of this month and
to be delivered during Septem-
ber, the company says.
We are very excited to have
the A400M Atlas arriving into the
Air Mobility force in the
autumn, says Air Cdre Jon Ager,
assistant chief of staff capability
delivery (air mobility and air
enablers). Its introduction into
service represents the greatest
step change in tactical capability
since the introduction of the
[Lockheed Martin] C-130J.
The RAF expects to have re-
ceived 10 of the aircraft by the
end of 2015, a further six the
following year and its remaining
examples by mid-2018.
Our ramp-up is incredibly
quick, so we have really got to be
on our game with the training
programme, and also for the sup-
port, says Ager. Over the next
two years or so, we will build on
the inherent strategic capability
of the platform and training sys-
tem, to prepare for the high-end
tactical operating environment.
Airbus announced at the show
that an A400M has been refuelled
in ight for the rst time.
Conducted over Spain using a
Royal Air Force A330 Voyager, a
test campaign involved the trans-
port receiving more than 80t of
fuel during 100 wet contacts.
REQUIREMENT
Atlas deliveries ready to power up
A400Ms amass 2,000 engine fight hours in service without problems, as UK anticipates receipt of frst tactical transport
European deal
cut for C-130
SABIR system
C
anadas HISS has secured its
rst European order for the
SABIR multi-mission surveillance
system, from an undisclosed
Lockheed Martin C-130 operator.
Able to carry any sensor or
payload weighing up to 204kg
(450lb) without obstructing ramp
and cargo operations, SABIR is
already in service with units in
the US Department of Defense,
and also with the Royal Canadian
Air Force.
Requiring no permanent
airframe modications and
capable of being installed and
removed within a claimed
45min, the SABIR system has
now been certicated for use
with the C-130E/H, and also the
J-model Hercules.
The A400M is in use with the French and Turkish air forces
PROGRAMME
Prototype of low-maintenance KC-390
on track for maiden fight by year-end
E
m
b
r
a
e
r
B
illy
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Brazils air force is lead customer for the type, with 28 on order
fightglobal.com 40
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22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
M
B Aerospace is continuing
its growth push this year on
the back of a stellar 12 months
which have seen the company
almost double in size.
The aero engine component
supplier, which counts such
names as Pratt & Whitney and
Rolls-Royce as customers, sees
example opportunities for further
expansion, including develop-
ment of its skilled, low-cost
operation in Poland.
STRATEGIC
We now have four principal,
well-invested global manufactur-
ing facilities positioned strategi-
cally close to key aero engine
manufacturing hubs, says chief
executive Craig Gallagher, citing
its Polish, UK and US operations.
MB Aerospace is now well-
positioned to support the growth
ambitions for our customers
across the globe, he adds.
The supplier acquired engine
component maker Norbert
Industries in Michigan and
Rzeszow, Poland, this April. The
deal boosted the groups head
count by 400 employees to
roughly 900. The component
supplier offers a wide range of
fabrication and machining
capabilities to OEMs, including
cases, rotating rings and complex
structural assemblies.
A
erCap president Philip
Scruggs has denied the
existence of a global aircraft
order bubble, arguing that
manufacturers are too rational to
allow a situation that could kill
the industry.
Scruggs says that speculation
over an order bubble is the talk
right now, but stresses that it is
important to make the distinction
between an order bubble and a
delivery bubble.
An order bubble and delivery
bubble are two different things,
he said at the show. We have to
assume that the OEMs are ration-
al players, that theyve been
doing this for a long time, and
the number of aircraft that
are delivered when they are
delivered may differ from the
dates that are currently set and
the orders that we see out there.
He adds: Airlines often time-
slide deliveries. Do I think all of
the orderbook that exists today
will get delivered or as its cur-
rently scheduled? Probably not,
both Boeing and Airbus double-
book, they plan their orderbooks
for some airlines that will need to
defer or cancel.
So dont get confused by the
natural over-booking that the air-
framers do they are both ration-
al players, and theyre not going
to kill the industry.
AerCap rmed up an order for
50 Airbus A320neos at the show,
bringing its rm orders for the
type up to 200 the largest of any
lessor. It is also the largest
customer for the Boeing 787.
Flightglobals Ascend
consultants have produced an
analysis of the so-called orders
bubble and the risk posed to
the industry. You can download
the paper at flightglobal.com/
orderbubble
Dont get confused
by the over-booking
that airframers do
theyre not going to
kill the industry
PHILIP SCRUGGS
President, AerCap
People are
choosing holiday
destinations
because they are
serviced by a 787.
The 787 is
becoming part
of their holiday
experience
RANDY TINSETH
Vice president marketing, Boeing
SHOW QUOTE
DEVELOPMENT
Global supply strategy key
component in MBs success
Aero engine part manufacturer points to location of its facilities as it targets further growth
B
illy
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CEO Craig Gallagher has seen his company almost double in size
OUTLOOK
AerCap applies the rational approach
to explode order bubble warnings
COMPONENTS
GE moves to 3D
printing system
for fuel nozzles
GE Aviation is to equip a factory
in Auburn, Alabama to make
engine fuel nozzles using addi-
tive manufacturing techniques.
The site will be the rst in the
propulsion industry dedicated to
mass production of components
by 3D printing, GE says.
The equipment, to be installed
this year, will manufacture the 19
fuel nozzles installed in each
CFM International Leap engine.
Production capacity will be 1,000
nozzles per year at rst, increas-
ing to 40,000 annually within
ve years, the company adds.
That pace reects the steep
ramp-up on the Leap programme,
which is powering the Airbus
A320neo, Boeing 737 Max and
Comac C919. The three airfram-
ers combined will build more
than 1,000 narrowbodies annual-
ly by 2020.
As production ramps up, GE
will shift to the new way of man-
ufacturing the nozzles previ-
ously formed using castings.
22-28 July 2014
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Flight International
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41 fightglobal.com
FARNBOROUGH 2014
SHOW REPORT
C
omac and Mitsubishi
Aircraft broke the order dry
spells for their regional jets at the
show, although the wins for the
emerging Asian airframers were
mainly tentative agreements from
small operators.
Mitsubishi Aircraft signed a
memorandum of understanding
with Eastern Air Lines for 20
MRJ90s, with purchase rights for a
further 20. This is the Japanese air-
framers rst sales announcement
in close to two years, after it cele-
brated an in-principle agreement
with US regional airline owner
SkyWest Airlines for 100 MRJ90s
at the 2012 Farnborough air show.
But Eastern is still a paper car-
rier, having not yet received regu-
latory approvals for a relaunch.
Myanmars Air Mandalay gave
Mitsubishi a rm order for six
MRJ90s, taking purchase rights
for an additional four of the 88-
seat regional jet. The carrier only
has three dated ATR turboprops
in its eet, utilising them mostly
on domestic services.
Air Mandalays order takes
Mitsubishis rm order backlog
to 171 aircraft, growing the tally
for the rst time since the
airframer disclosed a programme
delay in 2012, pushing the MRJs
rst ight back by more than 15
months into the second quarter
of 2015.
The MRJ has started taking
shape this year, with the Pratt &
Whitney PW1200G engines being
mounted onto the aircraft shortly
after the completion of a
wing-body join. Mitsubishi Air-
craft president Teruaki Kawai
says rst activation of the jets
electrical system has been sched-
uled for August, with the aircraft
to be rolled out this autumn.
Kawai adds that progress on
the jet is going well, but admits
that it is currently a little
overweight.
Chinese airframer Comac also
tried to be more engaged at the
show this year, revealing commit-
ments for six ARJ21-700 regional
jets which bring its backlog to
258 jets. However, it failed to bag
any wins from top-tier airlines for
its long-delayed programme.
Little was said about its C919
narrowbody programme.
The Republic of Congo signed
for three ARJ21s, making it the
rst African country to have
signed up for the type. The
remaining three commitments
came from two Chinese con-
glomerates for the business jet
variant of the aircraft.
The ARJ21 does, however,
appear to be near certication,
having completed all necessary
ground tests and about 70% of
ight-test modules. Four
ight-test aircraft have accumu-
lated 4,600 ight hours since the
rst sortie in 2008.
Comac says it is condent of
achieving certication from the
Civil Aviation Administration of
China by year-end, and stresses
that it has not given up on
getting a US Federal Aviation
Administration endorsement for
the jet.
I
rkut is targeting the completion
of the wing to body join of its
rst MC-21 narrowbody ight-test
aircraft by early 2015 and hopes to
roll it out by the end of that year.
At a programme brieng at the
show, Irkuts vice-president of
sales and marketing, Kirill Bu-
daev, said the programme is pro-
gressing as scheduled and that it
is working towards an early 2016
rst ight.
Were trying our best on the
schedule, but lets be realistic, all
programmes shift a little, he says.
Budaev says the design for the
160- to 211-seat -300 variant of
the MC-21 has been nalised,
and that tests done on its wings
and fuselage so far t within
calculations. The Russian air-
framer is not expecting further
deisgn changes.
Irkut has so far received 175
rm orders and 75 tentative
commitments for its MC-21.
The airframer is targeting sales
of 1,000 MC-21s from now until
2030, 70% of which it expects to
be to operators outside of Russia,
says Budaev.
Teruaki Kawai says the MRJ90 is progressing well and is on schedule to be rolled out this autumn
B
illy
P
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If Airbus asserts
they have to price
at a discount, that
implies they have
less value
Boeing chief executive
JIM MCNERNEY is unworried
about the A330neo undercutting
the 787
SHOW QUOTE
PROGRAMMES
Asian airframers celebrate
agreements for MRJ, ARJ21
Mitsubishi and Comac announce sales of regional jets after a long period without orders
PRODUCTION
MC-21 on track
for fight testing
in 2015 Irkut
fightglobal.com 42
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Flight International
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22-28 July 2014
FARNBOROUGH 2014
SHOW REPORT
42
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Flight International
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22-28 July 2014
HIGH-FLYING
DISPLAYS
Fine weather and a wide variety of aircraft types kept
eyes on the sky at Farnborough. Although the eagerly
anticipated arrival of the Lockheed Martin F-35 was
thwarted mid-show, a mix of other debutants and
some old favourites provided plenty of entertainment
B
illy
P
ix
22-28 July 2014
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Flight International
|
43
(Clockwise from main)
A star turn by Boeings
787-9; M-346
Master; Starduster
SA300; A400M
climbing high; Red
Devil ies the ag;
Scorpion a rst-time
visitor; T129 on the
ATAK; crowd-pleasing
A380; T-6C and AT-6;
F/A-18F Super
Hornet; Swiss Super
Puma
FARNBOROUGH 2014
SHOW REPORT
44
|
Flight International
|
22-28 July 2014
(Clockwise from main)
US ghters loom large;
tall tails on display;
Weststars rst
AW189; Naval gazing
NH90 maritime
helicopter; BN
Aerospace Islander
gets ISR makeover;
Sikorskys UH-60
modern legend; F-35s
only show appearance;
Qatar nose the value of
787; Pilatus PC-12
turboprop; vintage
Vulcans farewell
22-28 July 2014
|
Flight International
|
45
THRILLS
& STILLS
Although the fying display at Farnborough
always receives the most attention, there are
still plenty of must-see aircraft parked in the
various static areas across the show site to
excite even the most jaded enthusiast.
Highlights included the Avro Vulcan on what
may be its last appearance at the event,
alongside newer combat types in the US corral
STRAIGHT&LEVEL
fightglobal.com 46
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Flight International
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22-28 July 2014
From yuckspeak to tales of yore, send your offcuts to murdo.morrison@ightglobal.com
100-YEAR ARCHIVE
Every issue of Flight
from 1909 onwards
can be viewed online at
ightglobal.com/archive
Arming for war
Europe is arming in
preparation for a war which,
unless it can be
averted, will
constitute at once
the most colossal
catastrophe and the worst
crime against civilisation in all
history. But if it must come,
then at least we have the
comforting knowledge that we
are prepared at all points.
Big but beautiful
There is something
magnifcently impressive
about even the
most ordinary of
minor aerobatics
by a large
machine, and the effect in the
case of the Ju 86 was
enhanced by the particular
and unmistakable drone of a
couple of Jumo diesels.
Careful phrasing
Fortunately my English-
Russian phrasebook included
the phrase We
should like to see
the USSR
Exhibition of
Economic Achievement. This
was useful because I did not
speak Russian, know where in
Moscow the place was, and
did not want to be turned in to
the nearest police station by
my taxi driver because of
suspicious activities.
Selling Jamaica
The Jamaican government
wants to sell all or part of
debt-burdened Air
Jamaica. The
airline now has
liabilities of more
than $100 million, and has
needed constant state
assistance since becoming
fully nationalised in 1980.
L
o
c
k
h
e
e
d
M
a
r
t
in
Before the disappointing news broke that the F-35 would not
be able to visit the UK as planned, an existential moment
from Lockheed Martins general manager for the programme,
Lorraine Martin: It is here today its just not physically
here today, she said during a brieng at the Royal
International Air Tattoo.
The Boeing executives wondered if cancelling the gun pod option on
the 787 had been the right move (thanks to Nick Kay for photograph)
Conner gets in
muddle over Max
When a 200-seat version of the
189-seat 737 Max 8 was
announced during Farnborough,
things got a little confusing.
What should we call the new
variant of Boeings re-engined
narrowbody, a reporter asked?
Max 8, replied Ray Conner,
president and chief executive of
Boeing Commercial Airplanes.
But isnt that what Boeing
already calls the 189-seat
version?
The other one will be the -8,
Conner said.
So what will the 200-seat
version be called?
The Max 8, he said.
Almost in unison, reporters
said they were now confused.
Look, Conner said, were
not going to be doing the NG
anymore, so [the 189-seater] is
going to the be the 737-8. So [the
200-seater] is going to be the 737
Max 8.
One reporter still could not
quite grasp the point. So what
will be the 200-seat variant be
called, he asked.
Max 8, Conner said.
At this point, however, even
Conner seemed slightly
confused. He looked over to
Boeings chief salesman John
Wojick for support.
Isnt that right, you guys?
Conner asked.
Wojick, however, also seemed
less than absolutely certain.
I dont know if weve
Perhaps an aircraft to avoid
on the fear of ying courses, he
suggests.
Boeing native
Airbus and Boeing executives
rarely move from one airframer
to the other, but it appears there
is some transatlantic crossover
at least. Seattles corporate vice-
president global brand
management and advertising
has been named as Anne C
Toulouse.
Phinally... at
Pharnborough
Farnborough visitors browsing
the Flying Display Programme
for 15 July may have been
confused about its listing for the
Europhighter.
On discovering the typo, one
disappointed warbirds fan was
heard to bemoan: Theres no eff
in F-35 either.
decided exactly what were
going to call it, Wojick said.
There was silent agreement
by all in the room that it was
time to move on.
Conner returned to the topic
at the very end of the hour-long
press conference.
Forget what I said about the
name, Conner added. Well go
back and gure it out.
At least that was clear.
Letters pray
Ian Holliday snapped this
registration as he boarded this
Norwegian 737-800 recently at
London Gatwick.
fightglobal.com 22-28 July 2014
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Flight International
|
47
EMISSIONS
A real fuel alternative
Recent articles on aircraft emissions ignore the very real alternative
and innovative approaches available today that would allow the indus-
try to retain existing hydrocarbon infrastructure systems and involve
little or no change to aircraft fuels, while at the same time producing
zero net emissions a huge advance on what was proposed.
Hydrogen which does not occur naturally is not a fuel, but
merely a transport medium. Production from natural gas requires
substantial emissions be produced elsewhere, but not in the air
hardly a solution.
An innovative route involves limestone available in virtually
infnite quantities around the globe which, when heated by a
renewable or nuclear source, produces both quicklime and a CO
2
stream that is captured.
The quicklime is then spread back at the mine, where it will
absorb the same quantity of CO2 from the atmosphere as is driven
off. The CO2 stream is processed with hydrogen produced from
water using renewables or nuclear power in the proven Sabatier
reaction, which produces methane or natural gas.
This stream can then be converted directly into liquid hydrocar-
bons suited to aircraft as is already done by Shell gas to liquid
plants. Once burnt these traditional fuels will produce CO2 in equal
quantities to that absorbed by the quicklime and the cycle is
closed. Aircraft continue to fy on existing fuels with existing
infrastructure and zero net emissions.
John Blundell
New Zealand
Automation will
result in disaster
Hands on
Regarding the editorial comment
(Flight International, 1-7 July)
that the industry has not
prepared the modern pilot to y
modern aircraft using modern
automated systems: what it
hasnt done is to prepare the
modern pilot to y aircraft
without modern systems.
Rodolfo A Serna
Bogota, Colombia
Pilots pays
Your correspondent Mr Pette-
ford writes on opening the
doors of the profession (Flight
International, 8-14 July). Maybe
he has not appreciated that
many workers in the transport
industry, such as train drivers,
lorry drivers, London Under-
ground drivers, bus drivers and
even white van drivers, earn
signicantly more than a lot of
professional pilots.
Name and address withheld
Boeings ops
There has been much negative
comment about the poor sales
of the A350-800, but I wonder
how many people remember
the 787-3, which was quietly
deleted from the Boeing lineup
after customers migrated to
the -8.
Shrinks of a good basic
design do not always work,
with the A319 one of the few
successes.
It may also be worth remem-
bering the 767-400 (37 sold)
and the 757-300 (55 sold), so
stretches can also go wrong.
The A330neo looks very
promising with a very useful
range, and should slot in nicely
under the A350.
H I H Saravanamuttoo
Carleton University, Ottawa, Canada
The Mismatch editorial (Flight
International, 1-7 July) is bang on
the nail, but like the NTSB report
does not entirely grasp the nettle.
First, using automatic systems
on a visual approach is questiona-
ble a view reinforced by the fact
that had the Asiana pilot been y-
ing visually and hands-on, it is
more or less certain the accident
would never have happened.
Second, even with the current
level of sophistication in simula-
tors, they do not replace actual
ying experience.
Third, no matter how much
training is available, so long as
pilots play second ddle to
ight management systems and
are limited to twisting knobs
and pushing buttons for the bulk
of their airborne time, they will
be faced with two very real and
grave problems.
Firstly, they will not build real
experience and if something
suddenly goes wrong they will
have the extra problem of incom-
plete situational awareness. The
consequence is likely to be pilots
who are less and less pilots and
more and more computer opera-
tors, and who are likely to nd
themselves totally out of their
depth in an emergency.
It seems astonishing that no
one and no organisiation is ad-
dressing this problem.
Richard Chandless
Vovray en Bornes, France
Check north arc
I am a retired British Airways
captain with over 40 years ying
experience much of it in the
Asia-Pacic.
I have noted the methods being
used to track and locate the miss-
ing Malaysian Airlines Boeing
777 ight MH370, but I do not
agree with the current thinking
that the ight came down in the
Southern Indian Ocean. I believe
the aircraft followed the northern
arc and is likely to have crashed
in the Amnye Machen range of
Tibet/China.
Name and address withheld
Off the radar
How is it possible to present a
survey of the British aerospace
industry (Flight International,
1-7 July) without even a passing
mention of Selex Dynamic
Industries, who are leaders in the
eld of airborne radar?
Alan Brough
ex-Ferranti employee
Editors reply: Our UK aerospace
special was not meant to be a
comprehensive survey of the
countrys sizeable industry. Several
of the biggest players Rolls-Royce
and BAE Systems among them
were also not included.
The opinions on this page do not
necessarily represent those of the editor.
Letters without a full postal address sup-
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also be published on fightglobal.com and
must be no longer than 250 words.
We welcome your letters on
any aspect of the aerospace
industry.
Please write to: The Editor,
Flight International, Quadrant
House, The Quadrant, Sutton,
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ightglobal.com
LETTERS
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fightglobal.com 48
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Flight International
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22-28 July 2014
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22-28 July 2014
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Flight International
|
59
G
A
M
A
Bowles: Started his career at Cessna in Wichita, Kansas
WORK EXPERIENCE GREG BOWLES
Greg Bowles is General Aviation Manufacturers Association director of European regulatory affairs and
engineering, in Brussels. He is responsible for laying a solid foundation for the sector across the continent
Getting GA to the heart of Europe
Where did your career begin?
I began my career as a young
design engineer at Cessna Air-
craft, in Wichita, Kansas, work-
ing on the design of new busi-
ness jets. I remember driving
from the East Coast, USA, across
to Kansas and feeling apprehen-
sion over the at, barren land-
scape. As soon as I saw the air-
craft on the ight line, I knew I
had found an extraordinary place
to begin my career.
When did you start with GAMA?
I began working for GAMA in
January 2005 based at the associ-
ations headquarters in Washing-
ton, DC. Over the last year, I as-
sumed the role of the director of
European regulatory affairs and
engineering based in GAMAs
Brussels ofce. In my role, I am
responsible for working with in-
ternational members of govern-
ment and industry on technical
and regulatory issues to create an
environment which fosters gen-
eral aviation. My focus is in the
area of legislation, regulation and
policy affecting airframe design,
systems and avionics.
How is it going?
We have been working very
closely with the aviation regula-
tors, legislators, and the key Eu-
ropean aviation associations to
lay a new foundation for GA in
Europe. Since its creation 10
years ago, EASA has focused pri-
marily on regulating the sched-
uled commercial airlines and the
rules for GA to more closely
match the needs of the airline
world. Recently, there has been a
concerted effort to improve the
regulatory environment in
Europe in the areas of operations,
licensing, design and airworthi-
ness. GAMA is working hard to
ensure that the European avia-
tion community speaks with a
strong and common voice to en-
sure that these changes bring
about a healthier and more vi-
brant future. With so many
cultures and individual needs
within the European GA com-
munity, it is important that
changes dont segment GA but
rather produce a more inclusive
system in which it is easier for
the industry to participate.
Sounds like a challenge.
As a young engineer, it was
frustrating to nd areas where
the regulations governing design
would prevent the best solutions.
As we work to create a new
generation of these design
regulations, I am fortunate to
help in creating a future where
we can attain new levels of safety
in shorter timeframes and at
lower costs. As a true aviation
enthusiast, I nd the most excit-
ing aspect of this work is imagin-
ing a future where aviation be-
comes more attainable to people.
I certainly dont have any
delusions that this work will
bring about aviation nirvana, but
it is a substantial move in the
right direction.
What about Avgas availability?
There is great pressure on the
European GA community simply
due to the cost of Avgas and, as a
result, all factors have inuenced
designs to be as efcient as possi-
ble. There are tremendous efforts
to develop and implement sus-
tainable fuels for the existing GA
eet and we see many exciting
new technologies to keep GA en-
gines as efcient as possible, and
even electric propulsion, that
hold the potential for changing
the face of GA in the future.
What is the most difcult part
of your job?
There are many issues that could
be taken on to improve aviation
and there is simply not enough
time to accomplish everything. I
nd myself wishing for more
hours in the day or a button to
pause the world. The most frus-
trating and difcult part of this
job is not having the bandwidth
to tackle every issue at the same
time. Every day at GAMA we are
all challenged to win the biggest
issues and that often means we
cant work on all of them.
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All in a single LRU
Easy to install
CPDLC and ACARS
Meet the Mandate with Dlink+ w/CPDLC
www.spectralux.com/meetthemandate