9 7 7 0 0 1 5 3 7 1 2 5 9

3 9
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FLIGHT
INTERNATIONAL
THE BOTTOM LINE
WHO IS MAKING
THE MOST MONEY
IN AEROSPACE?
TOP 100 P34
GROWTH INDUSTRY
Airbus looks to deepen
ties with China after frst
Harbin-produced parts for
A350 are handed over 19
SHAPE SHIFTER
AgustaWestland tests
design enhancements
on civil tiltrotor as it eyes
performance boost 28
TEST PROGRAMME
COME FLY
WITH ME
Now Bombardier just needs
airlines to buy the CSeries
ightglobal.com
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Introducing IntelliCabin the next generation cabin system designed to
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THINGS ARE LOOKING UP
24-30 September 2013
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FLIGHT
INTERNATIONAL
Flexjet undertakes six-stop US tour to mark legendary
Learjet 23s half century P29 Boeing continues to top the
aerospace league table P36
B
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24-30 SEPTEMBER 2013
BUSINESS AVIATION
28 Donauwrth approaches safety boost with
upgraded landing guidance system.
Reshaped AW609 receives signifcant
improvements
29 Flexjet celebrates 50 years of Learjet
business fights.
AlBaddad plans ambitious expansion
GENERAL AVIATION
30 Twin-engined Jabiru fies to meet rising
African demand.
Russian training school signs for 79
Skyhawks as TTx goes international

SPACEFLIGHT
31 Epsilon blast-off gives Japan boost in Asia
space race.
ILS blames technical issues for Proton
return delay

BUSINESS
32 Light work of heavy fuel
REGULARS
7 Comment
73 Straight & Level
74 Letters
76 Classied
79 Jobs
82 Working Week
NEWS
THIS WEEK
12 USAF single-mission feet faces cull.
787-9 stretches wings with 5h maiden
sortie
14 Netherlands slashes F-35 feet plan.
Scorpion unleashed for cash-strapped
customers
16 AgustaWestland eyes new role for familys
big brother.
Sweden takes frst SAR AW139
AIR TRANSPORT
19 Airbus seeks to bolster Chinese links
20 Wing-tip change lifts E-175 effciency
AFA SHOW REPORT
22 Air force tackles JSTARS dilemma.
UAV roadmap to target anti-access
operations
23 Service optimistic on affordable F-35.
Budget concerns bedevil T-X trainer
programme.
DEFENCE
24 Singapore confrms F-16 upgrade plan.
USAF pushed to acquire unwanted Global
Hawks
27 Engine issue dogs Lisbons AW101s.
Prague considers 14-year Gripen lease
extension
COVER STORY
7 CSeries flies All-new twinjet fnally takes
to the air to begin a test campaign that
will use a fve-strong prototype feet
FEATURES
34 SPECIAL REPORT Top 100 Our fnancial
analysis of the aerospace industrys big
players sees the appearance of a number
of new names
63 SPECIAL REPORT MRO Increasing
competition from overseas means
Europes maintenance providers are
having to diversify
VOLUME 184 NUMBER 5408
PIC OF THE WEEK
YOUR PHOTOGRAPH HERE
This remarkable image of the ruined cruise
ship Costa Concordia just after it was
righted last week off the Island of Giglio,
Italy comes from Astriums very high
resolution Pleiades satellite. Open a gallery
in ightglobal.coms AirSpace community
for a chance to feature here
A
s
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iu
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ightglobal.com/imageoftheday
B
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COVER IMAGE
Bombardier supplied this
image of its all-new, Pratt
& Whitney-powered
CSeries on its maiden
ight from the Canadian
airframers home base in
Mirabel P8-9
NEXT WEEK COMMERCIAL ENGINES
As CFM, GE, Pratt & Whitney and
Rolls-Royce ready their next-generation
powerplants, we assess the market and
technical strengths of the key rivals
C
F
M

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THE WEEK ON THE WEB
ightglobal.com
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CONTENTS
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Flightglobal reaches up to 1.3 million visitors from 220
countries viewing 7.1 million pages each month
Vote at ightglobal.com/poll
Find all these items at ightglobal.com/wotw
QUESTION OF THE WEEK
Total votes: 2,896
This week, we ask: CSeries rst ight:
Will usher in a wave of new orders Will help Bombardier win
a few smaller campaigns Will not convince the doubters
22
%
25
%
Airbus A340 Airbus A380 Boeing 747
Last week, we asked: What should the US Air Force choose as
the next Air Force one presidential aircraft? You said:
53
%
HIGH FLIERS
The top ve stories for the week just gone:
1 Al Baker fres off warning to Boeing about continuing 787 problems
2 PICTURES: Cessna parent Textron pushes new strike jet
3 CSeries takes off on maiden fight
4 Boeing 787-9 lands after more than 5h frst fight
5 Thai moves stricken A330, investigation begins
Sniffng around the US Air Force Association show in
Washington DC, The DEW Line caught whisperings that
Boeing and Saab may be close to announcing an offer for
the USAFs long-anticipat-
ed T-X trainer need,
based around the Swedish
frms Gripen fghter
(pictured). Interesting idea,
especially with Gripens
low acquisition and
operating costs but can it fy? Just maybe Saab has
been working on carrier version, so it might be the ticket
for a joint type for the air force and navy. Hyperbola,
meanwhile, refects on musings that NASAs SLS Space
Launch System already the worlds biggest-ever rocket if it
gets built would be too small for manned Moon or Mars
missions. Not boasting, of course, but Hyperbola has long
suggested that a 200t-class launch vehicle would be
needed, because the alternative is dual launches.
Dominic Perry (pictured) joined
the Portuguese air forces 751
Squadron to board this
AgustaWestland AW101 Merlin
for a 3h SAR exercise from
Montijo air base (P27). A 751
Sqn is known as the Pumas,
after a type they used to fy. In
So Jos dos Campos, Jon
Hemmerdinger caught up with
Embraer boss Frederico Curado
who delivered the airframers
1,000th E-jet and outlined en-
hancements (P20). Stephen
Trimble was in Mirabel to see the
CSeries fy (P10), and Singapore-
based Mavis Toh was in Harbin,
China, for a look at Airbus com-
posite manufacturing (P19).
BEHIND THE
HEADLINES
IN THIS ISSUE
Companies listed
AAI ..............................................................32
Aer Lingus ....................................................32
AgustaWestland ...............................16, 27, 32
Airbus ........................................12, 19, 20, 28
Air Charter Service .......................................33
Air China ......................................................19
AirLand Enterprises ......................................14
Air New Zealand ...........................................12
AlBaddad Aviation .......................................29
Alenia Aermacchi .........................................23
Arup ............................................................33
Avcom .........................................................28
Avia Group ...................................................28
BAE Systems .........................................23, 24
Beechcraft .............................................12, 23
Bell Helicopter .............................................30
Boeing .................... 12, 20, 22, 23, 24, 27, 33
Bombardier .................8, 9, 10, 12, 20, 22, 28
Cargolux ......................................................33
Cessna ..................................................14, 30
CHC Helicopter ............................................33
Comac .........................................................19
Continental Motors ......................................30
EADS ...........................................................36
Embraer .......................................................20
Eurocopter .......................................16, 28, 33
Fairchild Republic ........................................12
Finmeccanica ..............................................38
Flexjet ..........................................................29
Flybe ...........................................................33
GE Aviation ..................................................28
General Atomics...........................................22
General Dynamics........................................23
HDI Landing Gear USA .................................33
Helidrive ......................................................30
Henan New Continental Business Aviation ...28
Hroux-Devtek .............................................33
HMC ............................................................19
Honeywell ....................................................14
IHI ...............................................................28
International Launch Services ......................31
Jabiru Aircraft ...............................................30
Jet Aviation ..................................................28
JETS .............................................................33
Kiattana Transport ........................................30
Korea Aerospace Industries ....................23, 24
L-3...............................................................38
Lockheed Martin ........................12, 14, 23, 24
Lufthansa ..............................................12, 33
Lycoming Engines ........................................30
MTU Maintenance ........................................33
Northrop Grumman ....................22, 23, 24, 33
Orbital .........................................................32
Pacifc Aerospace.........................................30
Pratt & Whitney ..............................8, 9, 10, 20
Precision Castparts ......................................39
Qantas .........................................................33
Qatar Airways ...............................................33
Raytheon .....................................................36
Republic Airlines ..........................................20
Rolls-Royce ..................................................27
Russian Helicopters .....................................32
Saab ...........................................................23
Shenzen Airlines ..........................................19
Sikorsky .......................................................16
SkyWest Airlines ...........................................20
Sumitomo Corporation .................................33
Techspace Aero ............................................28
Textron .............................................14, 30, 32
Thales ..........................................................38
Tulpar Interior Group ....................................28
Turbomeca ...................................................27
United Airlines .......................................20, 33
UTC Aerospace Systems ...............................33
ViraZH ..........................................................30
4
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Flight International
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24-30 September 2013
Download the Military Simulator
Census online now.
www.ightglobal.com/milisim
High-delity maritime patrol aircraft simulators and training systems.
change
everything
changes
The CSeries aircraft delivers a 20% fuel burn advantage
the rst all-new aircraft in decades to reach this
level. An achievement that gives todays airlines a
15% cash operating cost advantage and 20% less CO
2

emissions*. A new choice for a changed world.
www.cseries.com
Bombardier, CSeries, CS300 and The Evolution of mobility are trademark(s) of Bombardier Inc. or its subsidiaries.
* 20% fuel burn advantage, 20% less CO
2
emissions and 15% cash operating cost advantage vs. average in-production
aircraft of 110-seat & 135-seat categories @ 500 NM.
The CSeries aircraft program is currently in development phase and as such is subject to changes in family strategy,
branding, capacity, performance, design and / or systems. All specications and data are approximate, may change
without notice and are subject to certain operating rules, assumptions and other conditions.
The actual aircraft and conguration may differ from the image shown.
2013 Bombardier Inc. All rights reserved.
Unmatched Experience | World-Class Support | Exceptional Value CFM56
Whichever way you cut it, the many facets of the TRUEngine program
add more sparkle to your CFM56 investment. World-class support,
unmatched product knowledge, and the peace of mind knowing your
engine has been maintained to CFMs precise standards. But the real
gem is retaining as much as 50% higher residual value*. Brilliant.

Go to cfmaeroengines.com/services
CFM International is a 50/50 joint company between Snecma (Safran) and GE.
*Based on CFM, GE and independent third-party research.
Stay true
COMMENT
24-30 September 2013
|
Flight International
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7 fightglobal.com
See This Week P12
Groping blindly
See This Week P9
R
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F
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First ights abound
Over consecutive days in early September, new aircraft from Bombardier and Boeing few for
the frst time. With a raft of programmes in the pipeline, be prepared for more of the same
Just another debut
F
or the second year running, the Pentagon is being
forced to contend with the effects of the Congres-
sional sequestration law, which cuts US defence out-
lays by 10% each year over a decade.
A reduction of this magnitude might be manageable
under normal circumstances. However, the problem is
compounded, rstly by the inexibility of the law,
which mandates uniform cuts across all spending, and
second, by Congress failing to do its job and pass a fed-
eral budget each year.
For several years, lawmakers have failed to full this
duty. This pattern is likely to be repeated in the next -
nancial year, which means that come 1 October, the
government will either shut down or the country will
be run on a continuing resolution that funds services at
the previous years levels.
Neither scenario is palatable to defence leaders al-
ready coping with sequestration. They are being forced
to make strategic choices without any clear idea of
what they can spend.
The only clarity, in fact, is that budgets are being
hacked. Tough decisions will follow. Acquisition pro-
grammes will be delayed. But the brunt of the cuts will
fall on operations and maintenance across all service
arms. The US Air Force is already talking about cancel-
ling pilot training classes and eliminating entire eets of
aircraft, perhaps losing as many as 550 airframes.
Budget cuts may be inevitable, but at least with clar-
ity and exibility a disaster may be averted.
To see additional material on
the CSeries, including a
cutaway and technical
description, go to:
ightglobal.com/cseries
T
here is nothing routine about witnessing the rst
ight of a new or even a derivative aircraft, espe-
cially in the consolidated and shareholder-driven com-
mercial aviation industry of modern times.
While its true that computer modelling and simula-
tion has eliminated nearly all of the human risk associ-
ated with the moment, it remains no less signicant a
milestone. It is the dening instant that captures the frui-
tion of a gamble involving billions of dollars of upfront
investment. It is, therefore, never taken for granted.
For one glorious week, however, the rare indeed be-
came the routine. It started on Monday 16 September
with the rst ight of the clean-sheet and under-appreci-
ated Bombardier CSeries in Montreal. Then, the follow-
ing day in Seattle, came the maiden sortie of the Boeing
787-9. And both took ight only three months after the
Airbus A350-900 became airborne for the rst time.
The coincident timing, of course, was not something
Bombardier or Boeing intended. The former was sup-
posed to y the rst CS100 test vehicle late last year,
but the largely ceremonial sortie was pushed back
more than eight months to be staged only a day before
the on-time take-off of the 787-9, to the delight of a cer-
tain section of aviation enthusiasts.
Accidental or not, the coincidence heralds a trend.
First ights in commercial aviation may not happen on
consecutive days again, but for at least a decade they
Manufacturers have discovered
that promising 20% better fuel
burn is like catnip to airlines
will occur at regular intervals.
Indeed, there are 22 rst-ight events scheduled
from 2013 to 2022. The list includes ve clean-sheet
aircraft and 17 major derivatives. Comparatively, there
were only 14 such events in the previous 10 years.
The new wave of commercial aircraft products
should be no surprise. First, new entrants from China
and Japan mean there are more options in the market.
Demand for commercial aircraft has also never been
higher. Aircraft manufacturers have discovered that
promising a 15-20% improvement in fuel ecomony is
like catnip to airlines and lessors.
All this investment will yield a renaissance in commer-
cial aircraft technology. Although the aircraft tube-and-
wing layout remains, manufacturers are advancing under
the skin with new materials, ight controls and propulsion
architectures. As long as the price of fuel represents 40% or
more of an airlines operating costs, the trend looks unstop-
pable. So prepare for may more rst ights ahead.
COVER STORY
fightglobal.com 8
|
Flight International
|
24-30 September 2013
For a round-up of our latest online news,
feature and multimedia content visit
ightglobal.com/wotw
Fly-by-wire controls were a system facing particularly close scrutiny
Worries ease as CSeries ies
DEVELOPMENT STEPHEN TRIMBLE MIRABEL
All-new twinjet fnally takes to the air with 2.5h sortie kicking off test campaign that will use fve-strong prototype feet
B
ombardier formally opened
the 2,500h test campaign for
the CSeries on 16 September, as
hundreds of employees and
guests lined runway 24 at Mon-
treal-Mirabel International air-
port to watch the maiden sortie of
the CS100 ight-test vehicle.
The 2.5h-long ight the rst
1,000th of the overall campaign
went smoothly enough for Bom-
bardier chief test pilot Chuck
Ellis to retract the landing gear,
which is a promising sign during
any initial sortie.
Its a bit of a clich, but it real-
ly did y like our predictions,
Ellis says.
The only anomaly occurred
when the crew received a small
advisory message from one of the
subsystems, Ellis says, without
elaborating. However, the mes-
sage would not have required a
certicated aircraft carrying pas-
sengers to call an emergency.
And even in the conservative
setting of a rst test ight, the
message still did not curtail the
mission.
For Bombardiers team, com-
pleting the ight offers the relief
of ending an eight-month delay.
The challenge is now to bring
the remaining four ight-test air-
craft for the 110-seat CS110 vari-
ant into the campaign. All four
are in various stages of assembly,
but Rob Dewar, Bombardiers
vice-president and general man-
ager of the CSeries programme,
declines to specify when each
will be ready. Were going to as-
sess the data of [the rst ight]
and decide if there are any chang-
es required, but so far [its] very
positive, Dewar says.
TECHNOLOGY
The CSeries represents Bombar-
diers boldest foray yet in the
commercial sector. In addition to
introducing Pratt & Whitneys
geared turbofan engine series,
Bombardier designed the CSeries
with a composite wing and an al-
uminium-lithium fuselage both
rsts in the narrowbody segment.
One of the systems most under
scrutiny on the CSeries is the y-
by-wire ight control technology,
a rst for Bombardier. Although
the smaller CRJ1000 features a
y-by-wire rudder, the CSeries is
the rst production aircraft to
have been designed by Bombar-
dier with a full three-axis y-by-
wire system. Fly-by-wire replaces
mechanical linkages with a com-
September 2000
Bombardier halts its BRJ-X regional
jet, which Pratt & Whitney had
viewed as a contender for its
proposed geared-fan engine
July 2004
Bombardier unveils a new 110- to
130-seat twinjet, CSeries, and starts
the search for a new powerplant to
achieve service entry in 2010
March 2005
Bombardier authorises offering
CSeries to potential customers
January 2006
CSeries is cancelled as Bombardier
looks instead at a larger CRJ900,
and even participation in Russian
airframer Sukhois regional jet pro-
gramme
February 2007
Bombardier revives dormant
CSeries project with a revised de-
sign, looking at 2013 service entry
and possible geared-fan engine
technology from Pratt & Whitney
November 2007
Pratt & Whitneys geared turbofan is
formally selected as the CSeries
powerplant
February 2008
Bombardier authorises offering the
CSeries for sale
July 2008
CSeries is offcially launched with
an initial commitment for up to 60
from Lufthansa Group and a 2013
target for entry into service. P&W
test-fies the PW1000G geared-fan
powerplant.
March 2009
Lessor LCI becomes the second
customer to order CSeries, and the
frst to take the larger CS300 ver-
sion, as Lufthansa frms 30
CS100s.
September 2010
Engine run tests start on PW1500G
puter that interprets control col-
umn inputs from the pilot.
The system then commands
the ight control surfaces to ac-
complish the pilots intent. It
also adds ight envelope protec-
tions to prevent, for example,
aircraft stalls.
The CSeries uses a bespoke
version of the generic y-by-wire
system supplied by Parker
From drawing-board to runway
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Test pilots praised the CS100s
predictable handling
COVER STORY
24-30 September 2013
|
Flight International
|
9 fightglobal.com
Boeing calls time
on C-17 line
THIS WEEK P12
Commitments have been slow to come despite performance promises
See a cutaway drawing of
Bombardiers new jet at:
ightglobal.com/CSeries
tion to ensure the CSeriess ight
controls were mature before en-
tering ight testing.
Inside a new facility called the
complete integrated aircraft sys-
tems test area, Bombardiers engi-
neers have run thousands of
hours of tests using an iron bird
simulator in preparation for the
rst ight.
CAUTIOUS APPROACH
The validation of all that work
still lies ahead in the CSeries
ight-test programme. Bombar-
diers maiden ight prole was
designed cautiously, given the
clean-sheet design of the aircraft
and the companys inexperience
with full y-by-wire technology.
Ellis explains that the entire
ight was operated in the direct
ight-control law of the y-by-
wire system, which deactivates
all the ight-envelope protections
available in normal law.
We made it so that you cant
ip the switch [to normal law].
We blocked it out, Ellis says.
We wanted to be able to see the
airplane and not the computers
and y-by-wire interacting.
Under normal control law, the
CSeries y-by-wire system is de-
signed with a set of soft stops in
pitch, roll and yaw, Ellis says,
which provide the basic enve-
lope protections. The system,
however, allows the pilot to push
through a soft stop to a hard limit,
he adds.
P
ierre Beaudoin, Bombardier
chief executive, says the
CSeries completing its rst ight
milestone could spur orders from
some customers which are still
undecided about buying the
narrowbody aircraft.
I think theres denitely air-
lines that are on the fence that
will see this as a conrmation the
programmes moving forward,
Beaudoin says.
Some customers want to see
the CSeries y before signing a
cheque to buy the aircraft, Beau-
doin says, alluding to the delays
suffered by the Boeing 787 and
Airbus A350 programmes.
In the end we get compared to
other companies with airplanes,
and rst ights have not always
been in the year they were sched-
uled, he says. Airlines have
pressure from their own boards,
if you like. So rst ight is a big
milestone.
At the same time, Beaudoin is
careful to point out that the
CSeriess backlog with 177 rm
orders is in line with the
companys expectations.
Nevertheless, the twinjet faces
a number of litmus tests over the
next three months. Air Canada,
for example, has released a
request for proposals to order up
to 100 aircraft by the end of the
BOMBARDIER CSERIES ORDERS
Customer CS100 CS300
Air Baltic 0 10
Braathens Aviation 5 5
Gulf Air 10 0
Ilyushin Finance 0 32
Korean Air 0 10
Lease Corp Intl 3 17
Lufthansa 30 0
Odyssey Airlines 10 0
PrivatAir 5 0
Republic Airways 0 40
Total/Average 63 114
SOURCE: Bombardier
SALES
Bombardiers new arrival
faces popularity contest
year, and the CSeries is one of the
contenders. I think well be well
positioned to compete for that
order, Beaudoin says.
Qatar Airways, too, has
previously indicated a willing-
ness to consider the CSeries,
although it plans to wait for ight
test data before making any
commitment.
Airlines that are
on the fence will see
this as a conrmation
the programmes
moving forward
PIERRE BEAUDOIN
Bombardier chief executive
Aerospace, which has presented
Bombardier with some challeng-
es. Only four years ago, the
CRJ1000s ight-test programme
was shut down for nine months
when Bombardier detected an
anomaly with the y-by-wire
rudder in an early test sortie.
Bombardier learned from that
episode and made a huge upfront
investment in testing and simula-
the specifc geared-fan variant for
the CSeries
December 2010
Airbus formally launches re-engined
A320neo with geared-fan power-
plants, claiming it eliminates busi-
ness case for CSeries. Boeing and
Embraer later follow with re-engin-
ing programmes.
March 2011
Bombardier rules out stretching
CSeries to the 150-seat sector
October 2012
Bombardier starts assembling
fuselage of frst fight-test prototype
November 2012
First fight schedule is pushed back
to 2013
June 2013
Bombardier pushes back frst fight
for second time
August 2013
CSeries begins taxi tests at Mirabel
B
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COVER STORY
fightglobal.com 10
|
Flight International
|
24-30 September 2013
For a round-up of our latest online news,
feature and multimedia content visit
ightglobal.com/wotw
Pratt & Whitney has delivered eight
engines so far to Bombardier for the
CSeries fight-test effort, says
Andrew Tanner, vice-president of the
PW1000G programme.
Three sets of engines have
already been installed on the frst
three fight-test vehicles, Tanner
says. Two further PW1500G
powerplants are waiting to be
installed on the fourth fying
prototype of the CS100.
Bombardier is building fve test
aircraft to support the CS100s certi-
fcation with Transport Canada, and
two examples of the larger CS300.
P&W will deliver the initial pair of
engines for the CS300 in the frst
quarter next year, Tanner adds.
P&W certifcated the PW1500G
geared turbofan in February. It is the
frst variant from the PW1000G fam-
ily to enter a fight test programme
B
ombardier has acknowledged
increasing pressure to stabi-
lise the cost of the CSeries
development programme at $3.4
billion, with interest charges, ac-
counting standards and supplier
costs all blamed for the uctuat-
ing gure.
The issues including an ap-
parent $540 million cost overrun
came to light in a press confer-
ence immediately following the
completion of the CSeries rst
ight. When asked about a news
report that suggested the cost of
the development programme had
increased to $3.94 billion from the
original estimate of $3.4 billion,
Bombardier Commercial Aircraft
president Mike Arcamone seemed
to conrm the new gure.
The programme, as weve
stated before, is roughly in the
$3.94 billion [range] and, yes,
were trending to not surpass that
target, Arcamone said.
Faced with an apparent admis-
sion that Bombardier had sud-
denly increased the cost estimate
of the development effort by more
than a half-billion dollars, Arca-
mone elded further questions on
the topic. We never give precise
numbers. We also have said we
are below about $4 billion, Arca-
mone said. Im telling you right
now its about $3.94 billion.
Arcamone adds that the com-
pany has obtained more realistic
numbers as the development pro-
gramme has matured. The target
Ive been trying to work out is to
stay below the $4 billion, the $3.9
billion number, Arcamone adds.
We look at tooling costs. We
look at the parts. We look at all
FINANCE STEPHEN TRIMBLE MIRABEL
Fluctuating costs bedevil programme
Airframer appears to admit $540 million overrun, but then backtracks and points fnger at new accounting standards
different costs. We try to get [the
best] estimate possible. And then
we understand what the real
costs are for contracts.
UPS AND DOWNS
As the questioning continued, a
Bombardier employee passed a
note to spokesman Marc Duch-
esne, who was moderating the
press conference.
Duchesne then interrupted the
conference to correct Arcamones
statements. Its a $3.4 billion US
dollars project, maximum,
Duchesne said. Its not $3.9 [bil-
lion] or close to $4 [billion]. Its
3.4 billion dollars US.
Bombardier soon adjourned
the press conference, but report-
ers surrounded Arcamone to un-
derstand the conicting state-
ments. Arcamone agreed with
Duchesnes correction. Im say-
ing $3.4 [billion], he added.
But he also noted that the aver-
age of the cost estimates has uc-
tuated as suppliers prices have
become clearer.
There are ups and downs,
Arcamone said. The average we
always have stated for the pro-
gramme is $3.4 billion. It goes up
and it goes down. Were trying to
contain it to that number.
An hour later, Duchesne up-
dated reporters and provided a
different reason for the conict-
ing cost estimates. The $3.4 bil-
lion cost estimate was created
when the programme was
launched ve years ago, but that
was before Bombardier adopted a
new set of accounting rules based
on the International Financial Re-
porting System (IFRS).
The IFRS standards require
Bombardier to include $500
million in amortised interest
expense for the development
programme within the original
cost estimate, Duchesne said.
Bombardier has used the $3.9
billion estimate internally for the
past two years, but has not re-
vealed it publicly until Arca-
mone responded to press confer-
ence questions.
The $500 million increase in-
cludes only interest expense and
does not account for cost increas-
es caused by the roughly eight-
month delay of the CSeries rst
ight milestone, he added.
The nancial discrepancy threatened to cast a shadow over the narrowbody types maiden sortie
PW1500G: Assembled in Mirabel
on the aircraft it will eventually be
operated on.
All PW1500G engines delivered
to Bombardier to date have been
assembled at a factory in Mirabel,
Canada, near the fnal assembly line
for the CSeries.
B
o
m
b
a
d
ie
r
B
o
m
b
a
d
ie
r
POWERPLANTS
P&W begins test engine build-up
Its a $3.4 billion
project, maximum.
Its not $3.9 [billion]
or close to $4 [billion].
Its $3.4 billion
MARC DUCHESNE
Spokesman, Bombardier
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THIS WEEK
fightglobal.com 12
|
Flight International
|
24-30 September 2013
For a round-up of our latest online news,
feature and multimedia content visit
ightglobal.com/wotw
B
oeing will shut its produc-
tion line for the C-17 strate-
gic transport in 2015, with an an-
nouncement having been made
less than one-week after the de-
livery of its nal example for lead
user the US Air Force.
Handed over at the companys
Long Beach plant in California on
12 September, the USAFs 223rd
and last Globemaster III will be
home-based at Joint Base Charles-
ton in South Carolina. An addi-
tional 34 airframes have already
been delivered to international
customers, and 22 more are still
to be built.
Seven of this backlog are des-
tined for the Indian air force, while
two more are for an undisclosed
customer, says Nan Bouchard,
Boeing C-17 programme manager.
The remainder do not have rm
orders, but will be sold, she says.
Flightglobals Ascend Online
Fleets database lists Qatar as hav-
ing signed letters of intent to ac-
quire two C-17s, while other na-
tions to have previously shown
interest include Algeria, Saudi
Arabia and Singapore. Despite
strong international interest we did
not receive sufcient orders to con-
tinue to protect the C-17 produc-
tion line beyond 2015, says
Bouchard. The service could po-
tentially opt to retain enough of the
tooling to restart the line in the fu-
ture, she adds.
International users of the C-17
include the air forces of Australia,
Canada, India and the UK.
GLOBAL C-17 FLEET
Nation Active Ordered
USA 221 -
UK 8 -
Australia 6 -
United Arab
Emirates
6 -
Canada 4 -
Qatar 4 -
India 3 7+6
*
Strategic Airlift
Capability
3 -
Kuwait - 2
*
Undisclosed - 1
*
Total 255 7+9
*
*
to be confrmed
SOURCE: Ascend Online Fleets
T
he US Air Force is likely to
have to cut entire eets of
single-mission aircraft to
comply with the Congressional
sequestration law, Air Combat
Command head Gen Mike
Hostage has warned.
The only way you really save
money is to make entire weapons
systems go away, Hostage says.
That is so that the whole logis-
tics train, the whole support in-
frastructure that goes with it goes
away, he adds.
While eliminating single-mis-
sion aircraft would be the most
efcient way to save money
while preserving military capa-
bility, the problem is politics,
Hostage says.
The Beechcraft King Air-de-
rived L-3 MC-12 Project Liberty
intelligence, surveillance and re-
connaissance aircraft has excel-
lent capability, if funding was not
an issue, he notes. Other single-
role aircraft that might be sacri-
ced include the Fairchild Re-
public A-10 ground-attack
aircraft, he said during the Air
Force Associations Air & Space
conference in Washington DC.
But even if total eet numbers
drop, the USAFs Boeing F-15C
inventory is likely to be pre-
served to some degree.
The service is short on air su-
periority capability due to having
only 184 Lockheed Martin F-22s,
and while the Lockheed F-35 will
be able to perform the same role
when used with the Raptor, the
F-22 will remain its preeminent
ghter for the foreseeable future.
The USAF has to prioritise re-
capitalisation over modernisa-
tion, or accept the prospect of
facing-off against enemy forces
using 45-year-old, fourth-genera-
tion ghters. Hostage contends
that the air force is screwed if it
does not modernise with the
F-35. The Air Combat Command
is expecting its F-35s to be able to
operate across a wide spectrum
of missions. In a perfect world,
Id like to have 1,000 A-10s I
could do close air support with,
Hostage says. I cant afford it. I
cant afford the eet I have.
See Show Report P22
Keep up with all the latest
news from the defence sector:
ightglobal.com/dewline
A
little over 24h after Bombar-
diers CSeries took to the
skies, Boeings stretched 787-9
became the second commercial
aircraft to perform its maiden
sortie this week.
Taking off at 11:03 local time on
Tuesday, 17 September from
Paine Field in Everett, Washing-
ton, the newest Dreamliner vari-
ant performed a ight lasting 5h
15min. The aircraft spent most of
the ight at an altitude of around
15,000ft (4,570m), going as high as
20,400ft. Airspeed stayed largely
around 200-300kt (370-556km/h),
with a maximum of 366kt.
Boeing has installed a suite of
weight savings to trim 4,540kg
(10,000lb) from the airframe, ex-
plains Mark Jenks, Boeings vice-
president of 787 development.
The design and production
system changes have made the
787-9 a leaner vehicle. To gain 40
more seats in standard three-class
conguration and increase
range by 3.95% to 8,500nm
(15,800km) Boeing increased
the maximum take-off weight by
10% to 251,000kg.
The rst assembled aircraft
came in slightly below the target
weight, the airframer says.
The 787-9 is scheduled to
enter service with Air New Zea-
land in the third quarter of 2014.
The variants backlog stands at
388 aircraft.
Meanwhile, Lufthansa has
stepped up as the rst customer
for Boeings yet-to-launch 777X,
through a split widebody order
for 34 of the -9X variant of the
long-haul twinjet, alongside 25
Airbus A350-900s.
TRANSPORTS DAVE MAJUMDAR WASHINGTON DC
Boeing calls time on C-17 line
FINANCE DAVE MAJUMDAR WASHINGTON DC
USAF single-mission eet faces cull
Top service offcial warns the only way to cope with Congress-mandated budget cuts will be to radically reshape inventory
U
S

A
ir

F
o
r
c
e
Fond farewell: Globemaster III
B
o
e
in
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TESTING EDWARD RUSSELL WASHINGTON DC
787-9 stretches wings
with 5h maiden sortie
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fightglobal.com 14
|
Flight International
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24-30 September 2013
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aircraft profles for the latest news, images
and information on civil and military
programmes at ightglobal.com/proles
THIS WEEK
T
he Netherlands government
has conrmed the selection of
the Lockheed Martin F-35 Joint
Strike Fighter to replace the na-
tions aged F-16s, but its purchase
is likely to be for fewer than half
of the number of aircraft previ-
ously anticipated.
Part of a long-term equipment
plan announced by defence minis-
ter Jeanine Hennis-Plasschaert on
17 September, the decision will
lead to the introduction of rst
frontline examples of the conven-
tional take-off and landing F-35A
at Volkel air base from 2019.
The replacement will be car-
ried out entirely within the previ-
ously reserved investment budg-
et of 4.5 billion [$6 billion] and
the current operating budget for
the F-16, which amounts to 270
million per year, the govern-
ment says. Based on the current
insights, the available nancial
room is sufcient for the pur-
chase of 37 aircraft.
Previous plans had called for
the Royal Netherlands Air Force
to receive up to 85 Joint Strike
Fighters, but this total far ex-
ceeds the size of its dwindling
F-16 inventory.
The government says a further
seven will be withdrawn in
2014, cutting the eet to 61 air-
craft used by three squadrons.
The F-16 will leave Dutch use in
the mid-2020s.
Citing the need for careful con-
sideration and astute choices dur-
ing a time of budget pressure, the
government notes: Opting for a
modest number of the best aircraft
attests to a sense of reality.
The F-35 was selected on op-
erational, nancial and economic
grounds, and is also the most
future-proof option, it adds. Not-
ing that the unit price for its pro-
duction F-35As is not yet known,
it comments: Should any unex-
pected major changes occur in
terms of product, time or money,
the project will be reviewed.
However, its publication also
notes that if spending is lower
than planned, there may be scope
to purchase additional aircraft.
The Dutch government is also
eyeing potential savings through
international co-operation in
areas such as training, sustain-
ment and deployment.
Formal selection of the F-35
should clear the way for two test
aircraft already delivered to sup-
port initial operational test and
evaluation activities in the USA
to be returned to ight status.
The pair were grounded earlier
this year, pending the outcome of
the government decision.
G
round testing is under way of
an all-new jet-powered tacti-
cal strike aircraft designed to per-
form lower-threat battleeld and
homeland security missions for
nancially constrained militaries
around the globe.
Cessna parent Textron and Air-
Land Enterprises have formed the
joint venture Textron AirLand to
develop the Scorpion, with a
demonstrator anticipated to make
its rst ight later this year.
Development work started in
January 2012, with the aim of
building the worlds most af-
fordable tactical jet aircraft, says
Textron chief executive Scott
Donnelly. We relied on commer-
cial best practices to develop a
tactical jet platform with exibil-
ity and capabilities found only in
far more costly aircraft, he adds.
The Scorpion is designed to ac-
commodate the increasingly
stringent budget constraints of the
US Department of Defense and
partner nations, Textron says.
Congured with canted tails
and a largely unswept wing
which spans 14.4m (47.2ft), the
Scorpion features an all-compos-
ite fuselage, internal payload bay
with a 1,360kg (3,000lb) capacity
for sensors, weapons or fuel, and
wing-mounted hardpoints for un-
guided and precision munitions.
Costs have been kept to a mini-
mum by leveraging systems de-
veloped for Cessna business jet
platforms, common technology
and manufacturing resources, ac-
cording to the partners.
Power comes from a pair of
Honeywell TFE731 turbofans
that are capable of producing a
combined 8,000lb (35.6kN) of
thrust.
While it is doubtful that the US
Air Force would have purchased
the Scorpion, Teal Group analyst
Richard Aboulaa comments:
Im not so sure anyone would be
this committed to the programme
if they didnt have some kind of
likely launch customer. I just
dont know who that could be.
If a buyer can be found, the
new aircraft could enter produc-
tion in 2015, Donnelly says.
Additional reporting by Dave
Majumdar in Washington DC
PROCUREMENT CRAIG HOYLE LONDON
Netherlands slashes F-35 eet plan
Budget pressures prompt government to scale back purchase in programme to replace ageing F-16s from 2019
L
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k
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M
a
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t
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Dutch officials cite future proofing as key to the JSFs selection
T
e
x
t
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o
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L
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Tactical strike type is designed to suit straitened national budgets
Follow all the global defence
news and views at
ightglobal.com/dewline
Scorpion unleashed for cash-strapped customers
DEVELOPMENT DOMINIC PERRY LONDON
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fightglobal.com 16
|
Flight International
|
24-30 September 2013
Check out our collection of online dynamic
aircraft profles for the latest news, images
and information on civil and military
programmes at ightglobal.com/proles
THIS WEEK
A
gustaWestland is pursuing
two new sales avenues for its
AW101, as it looks to bolster the
backlog of the largest aircraft in
its line-up.
The Anglo-Italian airframer is
increasingly pushing the 15t air-
craft as a VVIP transport.
The type is ideally suited to
the role thanks to its large cabin
and extensive work to reduce in-
terior noise, says product manag-
er Jim Grifn.
Outstanding orders for VVIP-
roled AW101s include helicop-
ters destined for Algeria, Nigeria
and Saudi Arabia, according to
Flightglobals Ascend Online
Fleets database.
Algerias rst VVIP-roled
AgustaWestland AW101 is near-
ing delivery with its livery hav-
ing recently been completed.
Bearing the temporary regis-
tration ZR350, it undertook its
maiden ight in June this year,
together with its sister helicopter
ZR351. Both have been at Agus-
taWestlands Newquay, Corn-
wall site for pilot training.
Meanwhile, AgustaWestland
has opened discussions with Eu-
ropean regulator EASA over ob-
taining civil certication for the
triple-engined type.
As oilelds move further off-
shore, it sees a potential require-
ment for a crew-change helicop-
ter offering longer range than
either of the segments current
stalwarts, the Eurocopter EC225
and Sikorsky S-92.
And, Grifn points out, al-
though it is not marketed as such,
the type shares a common cockpit
architecture with the three mem-
bers of AgustaWestlands civil
helicopter family, comprising
the AW169, AW139 and AW189.
It previously obtained civil certi-
cation for an earlier iteration of
the helicopter, but a number of
changes over that model notably
to the airframe, engines and avion-
ics mean that AgustaWestland
must re-seek EASA approval.
ROTORCRAFT DOMINIC PERRY LONDON
AgustaWestland eyes new
role for familys big brother
Manufacturer touts AW101s suitability for government transport and offshore missions
S
wedens Maritime Adminis-
tration has taken delivery of
its rst of seven AgustaWestland
AW139 intermediate twins
equipped for search and rescue
(SAR) operations.
A further two helicopters will
be handed over by the end of the
year from its 2012 order, with the
remaining deliveries to be com-
pleted in 2014.
To be operated from ve bases
Ronneby, Visby, Gothenburg,
Norrtljegatan and Ume the
AW139s will provide both mari-
time and inland SAR cover.
Sweden had previously oper-
ated a eet of Sikorsky S-76s for
its SAR requirements.
DELIVERIES
DOMINIC PERRY LONDON
Sweden takes
frst search and
rescue AW139
R
ic
k

I
n
g
h
a
m
Algeria has two VVIP transport AW101 helicopters on order
Read more news and analysis
from the rotorcraft sector:
ightglobal.com/helicopters
A
g
u
s
t
a
W
e
s
t
la
n
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Seven of the type are on order
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AIR TRANSPORT
24-30 September 2013
|
Flight International
|
19 fightglobal.com
Wing-tip change
lifts E-175
effciency
AIR TRANSPORT P20
PRODUCTION MAVIS TOH HARBIN
Airbus seeks to bolster Chinese links
Production of elevator components ramps up at Harbin plant as Toulouse eyes additional sales to countrys carriers
A
irbus is looking to deepen its
ties with China despite wider
industry concerns surrounding
technology transfer to the emerg-
ing aerospace power.
Chinese production of compo-
nents for the A350 is already
under way at the Harbin Com-
posite manufacturing Centre
(HMC), a joint venture between
the European airframer and local
partners.
On 16 September HMC, which
opened in 2011, delivered the rst
shipset of A350 elevators to Spains
Aernnova Aerospace, which pres-
ently produces the component
along with assembly of the twin-
jets horizontal stabiliser.
HMC aims to be the sole produc-
er of rudders, elevators, section 19
maintenance doors and belly fair-
ing parts for the A350 by 2017.
Airbus China chief operating
ofcer Rafael Gonzlez-Ripoll
says the facility will produce four
elevator shipsets this year and 12
in 2014. It will eventually ramp
up production to 13 shipsets per
month, to match the A350s pro-
duction rate. In the second half of
2014 it will commence deliveries
of rudders and belly fairings.
While the elevators will be
produced both in Spain and at
Harbin during a transition peri-
od, HMC will eventually be the
SALES
Talks could lead to hundreds more Neo deals
Airbus China has secured an order
for at least 100 A320neos from
Chinese customers, and says dis-
cussions for hundreds more of the
narrowbodies are ongoing.
Eric Chen, Airbus China president,
says the commitments for the 100
Neos came from fag carrier Air
China and state-owned lessor ICBC
Leasing, and are subject to govern-
ment approval.
If rubber-stamped the commit-
ments would mark good progress
for the Neo in China.
Publicly, the airframer has so far
only revealed an order from ICBC
A
ir
b
u
s
Joint-venture business HMC is manufacturing a number of parts for the Airbus A350 widebody
comes more efcient. Airbuss
business case is not built in the
short term, he says.
Technology transfer to the Chi-
nese is often a sore point, but
Gonzlez-Ripoll remains uncon-
cerned, noting that at Airbus we
know where we have to protect
the companys intellectual prop-
erty. It not transferring the lead-
ing-edge technology, he adds.
Yes, were transferring tech-
nology and [the Chinese] are
learning. But were more ad-
vanced, he says. We focus ef-
Keep up with the latest news
and analysis surrounding the
A350: ightglobal.com/a350
forts on new technology to keep
ahead.
Airbus, a 20% shareholder in
HMC, has stipulated that the fac-
tory can only carry out work for
its programmes. However, this
restriction may be loosened if
opportunities become available.
In future if its benecial to us
and our partners and it makes
commercial sense to develop
parts for other manufacturers, in-
cluding Comac, there is a possi-
bility, says HMCs head of inter-
national co-operation Gao Zheng.
The total value of industrial
co-operation between Airbus and
the Chinese aviation industry
reached $260 million in 2011,
and is expected to hit $500 mil-
lion in 2015.
Airbus, which also has an
A320 nal assembly line in Tian-
jin, has been building its pres-
ence in China over the years to
cement ties with the country in
the hope that this will translate
into commercial aircraft orders.
Gonzlez-Ripoll adds: Airbus
is in China to stay. Our wish is to
have long-term partnerships with
the Chinese. Were looking for
such opportunities.
Leasing for 20 Neos, some of which
are included in the 100 aircraft total,
says Chen.
Air China had previously fled a
stock exchange document disclos-
ing board approval for an order of
100 A320s, 40 of which will go to
subsidiary Shenzhen Airlines.
At the time the Star Alliance car-
rier did not specify whether the order
included the re-engined variant.
Chen, however, says 60 of Air
Chinas 100 aircraft are Neos.
Besides this frm commitment
for 100 aircraft, we also have an
active sales campaign, and several
hundreds more Neos are being dis-
cussed, says Chen.
Chinese carriers typically order
new aircraft based on fve-year feet
plans, with the current period run-
ning until 2015.
However, Chen points out aware-
ness of the unavailability of early
production slots.
They realise that if they plan in
the same way, they may lose the
opportunity for slots in years to
come. So in this context there is a
lot of anxiety, and thus they are dis-
cussing with us their needs for
Neos, says Chen.
sole source for the components.
Jose Antonio Veroz, the plants
general manager, says that there
are no plans to increase the list of
A350 parts made at the site.
There is no additional workload
of the A350 planned for China
now, he says, noting that the
facility is specically sized to
cope with the production de-
mands of the new widebody.
Although he concedes that
costs at Harbin will initially be
higher than elsewhere, these
should decrease as the facility be-
AIR TRANSPORT
fightglobal.com 20
|
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programmes at ightglobal.com/proles
B
razilian airframer Embraer has
lled in further details of the
planned aerodynamic enhance-
ments for its current-generation
E-Jets, which it says will generate
fuel-burn savings of up to 5%.
Speaking at its So Jos dos
Campos plant on 12 September,
Luis Carlos Affonso, chief operat-
ing ofcer of Embraers commer-
cial aviation division, outlined
the proposed changes to the
wing-tips of its E-175.
The modication will be long-
er than the winglets installed on
the current iteration of E-Jets and
will also extend from the wing at
a shallower angle, resembling the
outer wing of Boeings 787.
It is almost a continuation of
the wing, says Affonso.
Although the E-175 is the only
member of the E-Jet family that
will feature the new winglet de-
sign, Embraer says that it has
plans to make other changes
across the range.
All four E-Jet models will see the
gap between the horizontal stabi-
lizer and the tail reduced, along-
side additional modications to
the tail cone, cabin door rain de-
ector, the nose-wheel fairing and
the ram-air door for the air condi-
tioning system, says Affonso.
Embraer will begin manufac-
turing aircraft with the changes in
the rst half of 2014.
The airframer says the package
of enhancements will boost the
E-175s fuel efciency by 5%,
making the twinjet around 4%
more fuel-efcient than Bombar-
diers competing CRJ900, he says.
Efciency gains on the other
three family members the
E-170, E-190 and E-195 will be
smaller, at around 1% to 2%,
Affonso adds.
Embraer has chosen the E-175
to receive the full package of
modications as it believes the
performance improvements will
be most pronounced on that vari-
ant. Additional pressure imposed
by the manufacturing timeline of
its second-generation E-Jet E2
was also a factor, says Affonso.
The rst of the re-engined air-
craft to enter service will be the
E-190-E2 in 2018, followed by the
E-195-E2 in 2019 and, nally, the
E-175-E2 in 2020, Embraer says. It
is not producing a re-engined ver-
sion of the E-170, however.
Embraer will next year maintain com-
mercial aircraft production at 2013
levels despite pulling in a number of
sizeable orders from US airlines
over recent months.
In 2014, Embraer will produce 90
to 95 E-Jets, or roughly eight per
month, says Embraer chief executive
Frederico Curado.
He made his comments to report-
ers at Embraers production facility
in So Jos dos Campos at a cer-
emony to celebrate the handover of
the 1,000th E-Jet.
That aircraft, an E-175, was deliv-
ered to Republic Airlines, which will fy
it under the American Eagle brand.
Embraer received a host of orders
from US carriers in the frst half of the
year, with Republic Airlines, United
Airlines and SkyWest Airlines collec-
tively ordering a total of 117 E-175s. A
further 14 orders from four different
carriers were booked in the frst half.
Curado says Embraer is careful
not to take on too many orders for
fear of not being able to make time-
ly deliveries. We want to make sure
we dont fall into that trap, he says,
calling overbooking a luxury en-
joyed by larger manufacturers like
Boeing and Airbus.
Embraer had 366 unfulflled frm
orders for current generation E-jets
at the end of June. If it maintains its
rate of 90-95 aircraft per year, and
receives no additional orders for
current-generation aircraft, Embraer
would deplete its backlog sometime
in 2017.
Embraer must keep E-Jet produc-
tion going until 2018, when the sec-
ond-generation E-Jet with new Pratt
& Whitney powerplants arrives.
STRATEGY
Embraer keeps E-Jet production steady as it passes 1,000th delivery milestone
MODIFICATIONS JON HEMMERDINGER SO JOS DOS CAMPOS
Wing-tip change lifts E-175 efciency
Airframer details package of enhancements to regional jet family as it looks to improve fuel consumption by up to 5%
The 1,000th E-Jet will fly under the American Eagle brand
E-Jets with the enhancements will be manufactured from next year
For all the aviation news and
data you need, subscribe to
ightglobal.com/pro
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SHOW
REPORT
22
|
Flight International
|
24-30 September 2013
For a round-up of our latest online news,
feature and multi-media content visit
ightglobal.com/wotw
Staged in Washington
DC from 16-18
September, the Air Force
Associations Air &
Space conference
provided a stage for the
US Air Forces senior
leaders, including Air
Combat Command head
Gen Mike Hostage, to
address the challenges
facing the service, from
budget cuts to replacing
aged aircraft types. An
expected transition from
operations in the benign
airspace of the Middle
East to more contested
regions also appears
set to drive pending
major investment
decisions. Show report
by Dave Majumdar
AFA 2013
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he US Air Force expects to
conrm a new vector for its
unmanned aircraft eet soon,
according to Lt Gen Robert Otto,
the services intelligence chief.
We plan on doing a roll out of
the RPA [remotely piloted air-
craft] roadmap once it is ap-
proved by the chief [of staff, Gen
Mark Welsh], says Otto.
While the air force has yet to
reveal the shape of its future un-
manned aircraft eet, it is clear
that the need to gather intelli-
gence, surveillance and recon-
naissance (ISR) data from inside
highly-contested airspace is
shaping its plans.
Right now, the mix is not
where it needs to be, Otto says.
We are over-invested in permis-
sive ISR and we have to trans-
form the force to ght and win in
a contested environment.
The head of the USAFs Air
Combat Command, Gen Mike
Hostage, agrees. That is not the
force structure the nation needs,
or can afford in an anti-access/
area denial environment, he
says.
The [General Atomics Aero-
nautical Systems] Predator and
Reaper are useless in a contested
environment, he adds.
The service is looking at a
number of options to operate ISR
assets inside contested airspace,
he adds.
Both ofcials, however, say
the current types will continue to
have a role to play, for example
in support of counter-terrorism
activities.
The air force is, meanwhile,
trying to persuade the Ofce of
the Secretary of Defense to drop a
requirement for it to provide 65
unmanned aircraft orbits, as
the USA continues to wind
down its combat involvement in
Afghanistan and the Middle
East.
UNMANNED SYSTEMS
UAV roadmap to target
anti-access operations
For more about unmanned air
vehicle operations, visit
ightglobal.com/uav
PROCUREMENT
Air force tackles
JSTARS dilemma
Service to consider radical options to replace battlefeld
reconnaissance feet, including possible capability gap
D
espite facing a backdrop of -
nancial crisis, the US Air
Force is trying to come up with a
business case to replace its ageing
large wing intelligence, surveil-
lance and reconnaissance assets,
with the Northrop Grumman
E-8C JSTARS inventory in most
urgent need of replacement.
A previous analysis of alterna-
tives conducted by the service
showed that a business jet-based
platform would be the most suit-
able successor for the Boeing 707-
based eet. However, the USAF
needs to build a business case to
pay for such a capability without
making a huge capital outlay,
says Gen Mike Hostage, head of
its Air Combat Command. New
capital programmes are a huge
challenge for us, he notes.
One possibility could be to re-
place the JSTARS by taking a risk
through standing down the old
aircraft while paying for new
ones using the savings generated,
Hostage says. But that means no
eet for some period of time, or
giving up a portion of our eet to
recapitalise those.
In the meantime, Northrop and
Bombardier are set to hand over
the last of four Battleeld Air-
borne Communications Node
(BACN) aircraft to the air force.
Developed since 2005, the system
is used to translate data in differ-
ent formats transmitted by dispa-
rate US airborne assets.
There is going to be an ofcial
delivery ceremony in the coming
weeks, says Ben Boehm, Bom-
bardiers vice-president for sales
and marketing. The airplane is
actually ready to go.
A prototype of the BACN sys-
tem was installed on a BD-700
Global Express business jet in
2011, with use of the redesignat-
ed E-11A having led to an order
for three production aircraft
based on the Global Express
6000. The USAF also might order
ve BACN II aircraft that would
be somewhat modied from the
current jets, Boehm says, while
Bombardier is also eyeing any po-
tential JSTARS replacement
need.
The Canadian manufacturer
also hopes to leverage its CSeries
airframe for the military market,
Boehm says. Two potential cus-
tomers have already expressed
interest in an airborne early
warning platform based on the
new twinjet.
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The E-8C-based intelligence assets are in urgent need of renewal
fightglobal.com 24-30 September 2013
|
Flight International
|
23
Singapore confrms
F-16 upgrade plan
DEFENCE P24
AFA 2013
SHOW REPORT
FIGHTERS
Service optimistic on affordable F-35
New sustainment cost data drives expectation of fourth-generation price for Joint Strike Fighter, programme offcial says
T
hings are starting to look up
for the Lockheed Martin F-35
Joint Strike Fighter, and if the
trend holds, by 2019 the pro-
gramme will deliver a fth-gen-
eration aircraft at fourth-genera-
tion prices, says programme
executive ofcer Lt Gen Christo-
pher Bogdan.
While acquisition costs have to
be held in check, the aircraft will
also have to be affordable, and
Bogdan says the JSF programme
is doing everything it can to drive
cost down. Estimated sustain-
ment costs over the lifetime of the
programme have dropped from a
2010 projection of $1.1 trillion to
$857 billion, with the new gure
based on real world data from
F-35 operations and more opera-
tionally-representative assump-
tions about the use of the aircraft.
As international customers
start buying the F-35, the pro-
gramme ofce is also working to
develop unique sustainment cost
models for each nations particu-
lar set of circumstances, Bogdan
says. However, one area that still
needs work is repair and mainte-
nance costs, which is not where
it needs to be, Bodgan says.
The reliability of some compo-
nents has sometimes not lived up
to expectations, with one exam-
ple cited being the tyres for the
short take-off and vertical landing
F-35B.
Other aspects which have been
problematic are well on their way
to being xed or have already
been resolved, Bogdan says.
A redesigned tail hook for the
naval F-35C will be tested in late
October or early November, and
sea trials for that variant will be
held next year. The aircrafts fuel
dump system also has been more
or less xed, and while it is still
not perfect, the system works,
he says.
While the aircrafts trouble-
some helmet is also making pro-
gress, Bogdan says that both the
original Vision Systems Interna-
tional design and a BAE Systems-
produced alternative will contin-
ue to be developed, leading to a
competitive y-off.
Bogdan says software remains
the single biggest concern for the
F-35 programme, although Lock-
heed ofcials express their rm
belief that they will deliver the
remaining software on time.
On the nancial side, the F-35
has survived the Congressional
sequestration law intact.
The programme was expected
to lose a number of aircraft in
scal year 2013, but Bodgan says
the military was able to buy
back those aircraft because of
reduced prices partly attributed
to a much-improved relationship
between the contractor and the
government.
F
unding a programme to re-
place the venerable Northrop
T-38 Talon with a next-generation
T-X trainer remains an open
question for the US Air Force,
says Gen Edward Rice, com-
mander of the services Air Edu-
cation and Training Command.
There is consensus that we
are going to need to replace the
T-38, he says. Funding is the
issue, with timing, given all of the
other recapitalisation needs of
the air force at this point.
While some industry sources
are hopeful that money will be al-
located in Department of De-
fenses scal year 2015 budget,
Rice is unsure what kind of re-
sources will be at its disposal,
due to the arbitrary cuts mandat-
ed by the Congressional seques-
tration law. There are some op-
tions, and we certainly havent
given up on it, Rice says. I
think well have to wait to see
when we start major procure-
ment of the system. An earlier
analysis of alternatives will have
to be revalidated, he adds, but
only after money has been allo-
cated in the budget.
Im not concerned about the
safety of the T-38, Rice says.
The real issue is the increasing
cost to sustain it over time. The
USAF also must decide whether
to stick with its current special-
ised pilot training pipeline, or
move back to a general course.
That might make sense, says
Rice, as the service will be
shrinking in the future.
On the heels of the T-X, were
going to start to age out the
[Beechcraft] T-1s as well, he
says. So this decision is very im-
portant for us to get right. Were
the USAF to switch to a more
general training programme, its
roughly 350-unit T-X require-
ment could grow by between 200
and 300 more aircraft.
General Dynamics and Alenia
Aermacchi have teamed up to
pitch a T-100 derivative of the
latters M-346 for the pending
contest. However, the pair are
facing competition from the
Lockheed Martin/Korea Aero-
space Industries T-50 and a
Northrop Grumman and BAE
Systems offer of the Hawk T2.
Boeing, which is thought to be
have been working on a clean-
sheet design, has also been
rumoured as considering teaming
up with Saab to offer a variant of
the Gripen ghter, although nei-
ther company has commented
directly.
The type has survived the Congressional sequestration law intact
The T-38 Talon has long been a stalwart of US pilot training
Budget concerns bedevil T-X trainer programme
ACQUISITIONS
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Keep up to date with the T-X
programme as it develops:
ightglobal.com/defence
DEFENCE
fightglobal.com 24
|
Flight International
|
24-30 September 2013
For free access to Flightglobals Defence
e-newsletter visit ightglobal.com/
defencenewsletter
T
he US Air Force has issued a
pre-solicitation notice to
purchase additional Northrop
Grumman RQ-4 Global Hawk
Block 30 unmanned air vehicles,
despite the potential retirement
of its existing eet. Released on
12 September, the notication is
linked to the buy of Lot 12
production aircraft.
Against recommendations,
the USAF was directed in the s-
cal year 2013 NDAA [National
Defense Authorization Act] to
procure three Block 30 Lot 11 air-
craft, so we are, says a senior air
force ofcial, who requested ano-
nymity. Per our assessment, the
current eet of 18 Block 30 air-
craft is sufcient to meet the
required demand for high-alti-
tude intelligence, surveillance
and reconnaissance support, and
when delivered, the additional
aircraft will be excess to need and
will very likely be designated as
back-up aircraft inventory, or
attrition reserve.
Purchased to augment and
eventually replace the USAFs
Lockheed Martin U-2 surveil-
lance aircraft, the Block 30 Global
Hawk has come under re for re-
liability and sensor problems,
which have prompted the service
to repeatedly attempt to cancel
the variant.
UNMANNED SYSTEMS ZACH ROSENBERG WASHINGTON DC
USAF pushed to acquire
unwanted Global Hawks
K
orea Aerospace Industries
(KAI) has delivered the rst
export examples of its T-50 ad-
vanced jet trainer, with two of the
type having arrived in Indonesia
on 11 September.
The rst aircraft to be trans-
ferred under a 16-unit order
signed in 2011, the pair arrived at
Iswahyudi air base in East Java,
after departing KAIs Sacheon
factory the previous day and
making stops in Taiwan and the
Philippines, says Indonesian
news agency Antara. Indonesian
pilots and ground crew have
been training with South Koreas
air force since February 2013 on
the T-50, and also with the ser-
vices more capable TA-50, which
is armed with air-to-air missiles
and a cannon.
Jakartas T-50i model received
military type certication in late
June, and deliveries under the
$400 million deal have previous-
ly been scheduled to conclude by
February 2014.
DELIVERIES GREG WALDRON SINGAPORE
T-50i trainers reach Indonesia
FIGHTERS GREG WALDRON SINGAPORE
Singapore conrms F-16 upgrade plan
Republic formally confrms intention to modernise strike feet with new avionics, with AESA radar likely to be key element
S
ingapore has ofcially stated
an intention to modernise its
Lockheed Martin F-16C/Ds.
The [Republic of Singapore
Air Force] will be looking to up-
grade its ghter eet, defence
minister Ng Eng Hen told the is-
land states parliament. We plan
to upgrade our F-16s to modern-
ise their avionics and extend
their lifespan. Ng was respond-
ing to a question about Singa-
pores plans to shut down its pri-
mary air base at Paya Lebar to
make room for development in
the land-scarce nation.
While this is the rst time that
Singapore has publicly con-
rmed an intention to upgrade its
F-16s, industry observers have
long expected that it would up-
date some, if not all, of its
60-strong eet.
Ng gave no details as to the
possible timing of an upgrade
programme, but industry sources
say that it is likely to commence
in 2015. A formal requirement
will invite aggressive competi-
tion from several companies.
Lockheed and BAE Systems are
likely to compete for an avionics
modernisation contract, while
Boeing also has previously ex-
pressed interest in the F-16
upgrade market.
One expected key element of
Singapores upgrade will be the
addition of an active electroni-
cally scanned array (AESA) radar.
Northrop Grumman will pitch its
Scalable Agile Beam Radar
(SABR) against the Raytheon Ad-
vanced Combat Radar for this
part of the requirement. BAE and
Raytheon earlier this year re-
ceived contracts to modify 134
F-16C/Ds for South Korea, while
SABR has been selected for
planned Lockheed-led sensor up-
grades for the Taiwanese and US
air forces.
Lockheed chose the 2012 Sin-
gapore air show to announce de-
tails of a planned AESA-
equipped F-16V, saying that
legacy aircraft could also be up-
graded to the proposed standard,
which would be roughly equiva-
lent with the Block 60 variant
produced for the United Arab
Emirates.
Ng also reiterated Singapores
interest in Lockheeds F-35 Joint
Strike Fighter. US ofcials have
previously suggested that the na-
tion is likely to buy the short take-
off and vertical landing variant of
the aircraft.
The Republic of Singapore Air
Forces current inventory in-
cludes 20 single-seat F-16Cs and
40 D-model examples, which
Flightglobals MiliCAS database
records as having been delivered
between 1998 and 2005. The ser-
vice also ies 24 Boeing F-15SGs
and 26 Northrop F-5S ghters.
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The air force has 40 two-seat F-16Ds and 20 C-model examples
For more about unmanned air
vehicle operations, visit
ightglobal.com/uav
K
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16 of the
type are
on order
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DEFENCE
24-30 September 2013
|
Flight International
|
27 fightglobal.com
Donauwrth
approaches
safety boost
BUSINESS AVIATION P28
P
ortugals eet of AgustaWest-
land AW101 Merlin helicop-
ters, used for search and rescue
(SAR) operations across more
than 6 million km
2
of the Atlantic
Ocean, is being prevented from
reaching higher levels of readi-
ness by problems with the sup-
port of the types Rolls-Royce
Turbomeca RTM322 engines.
Five of the 12 aircraft assigned to
the Portuguese air forces 751 Sqn
are currently out of service, either
due to the unavailability of engines
or spare parts for them, says Agus-
taWestlands Nick Green, who runs
sustainment activities for the eet
from Montijo air base near Lisbon.
It has been pretty consistent
for the past 12 months, he says.
We have nished our mainte-
nance [on the helicopters], but
we cant conduct ight tests due
to a lack of engines.
The engine issue stems partly
from Portugals tardiness in con-
tracting out the maintenance pro-
vision for its helicopters. Al-
though it received the AW101s
over a two-year period beginning
in 2004, it took until 2008 for Lis-
bon to partner with AgustaWest-
land and a number of local com-
panies to provide sustainment
capability for the eet, but ex-
cluding their powerplants.
That delay also affected over-
haul, and meant a backlog of en-
gines requiring attention had built
up by the time the R-R/Turbomeca
joint venture was brought in.
Although the shortage has yet
to cause any operational issues,
concerns have been raised that
unless the problems are ad-
dressed quickly then that situa-
tion could change.
Five aircraft based at Montijo
for SAR and sheries protection
tasks delivered an availability
rate of 70% in 2012, with a simi-
lar gure achieved so far this
year, says AgustaWestland. The
squadron has also had to cope
with a reduced budget due to
Portugals straitened economic
circumstances. This has seen an-
nual ight hours cut from 2,250h
to 1,750h, of which training ac-
counts for around half.
SAR missions have not been
affected by the cuts, instead the
squadron has become more ef-
cient with its training sorties to
ensure the maximum is made of
the time available. In addition,
next years budget is likely to re-
main stable, as Portugal protects
a vital public service.
751 Sqn provides SAR and
medical evacuation cover from
Montijo, plus Lajes in the Azores
and Porto Santo on Madeira.
Turbomeca, which recently
completed the acquisition of
R-Rs former 50% stake in the
RTM322, says it is committed to
work closely with customers to
improve the quality of service
and turn around times.
Activities performed under the
AgustaWestland-led sustainment
operation, meanwhile, have in-
clude a change to part of the Mer-
lins tail rotor assembly, which has
increased service intervals from
100h to 200h, and the installation
of additional drains in the rear of
the fuselage to prevent corrosion
caused by salt water ingress.
ROTORCRAFT DOMINIC PERRY MONTIJO AIR BASE, PORTUGAL
Engine issue dogs
Lisbons AW101s
Shortage of RTM322 powerplants and spare parts keeping
fve of Portugals SAR and transport helicopters grounded
The air forces 751 Sqn uses Merlins in a search and rescue role
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E
ight years after introducing
the type to provide air polic-
ing cover for its territory, the
Czech Republic has opted to
renew a deal to lease 14 Saab
Gripen C/Ds from the Swedish
government.
Yet to be nalised, the agree-
ment will extend Pragues use of
the single-engined ghter by a
further 14 years, says Swedens
Defence and Security Export
Agency (FXM). Negotiations
linked to the deal have been pro-
ceeding for more than a year and
the proposal also covers unde-
tailed aircraft upgrades, training
services and logistics and opera-
tional support.
The next step is for the con-
tract to be detailed and then for-
malised in an agreement to be
signed by both countries, the
FXM says. We are convinced
that we have found a mutually
good solution which will meet
the Czech air forces needs, both
now and in the future, says di-
rector general Ulf Hammarstrm.
The Czech Republic originally
signed a 10-year lease agreement
with Sweden in 2004, ve years
after its inclusion as a NATO
member state. Its Gripens re-
placed an aged eet of Mikoyan
MiG-21 interceptors.
Based at slav air base, the
Czech air forces Gripen invento-
ry comprises 12 single-seat ght-
ers and two twin-seat trainers.
Pragues decision to continue
operating the Gripen follows a
similar announcement made by
its NATO counterpart Hungary in
mid-2012.
Also equipped with 14 C/D-
model ghters, Budapest chose to
extend a lease agreement with
FXM until 2026.
Meanwhile, Switzerland is
progressing with its plans to eld
22 Gripen E combat aircraft from
2018. Both chambers of the na-
tions parliament have given their
support for an acquisition, with a
nal vote to be conducted on 27
September.
If the votes are reconrmed at
the end of the current session of
parliament, we have to see if a
public referendum on the pro-
curement of Gripen is called,
says Saab Aeronautics head Len-
nart Sindahl.
Prague considers 14-year Gripen lease extension
EQUIPMENT CRAIG HOYLE LONDON
The Czech Republic has flown Swedish-built fighters since 2005
S
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BUSINESS AVIATION
fightglobal.com 28
|
Flight International
|
24-30 September 2013
Keep up to date with all the latest
business and general aviation news at
ightglobal.com/bizav
AVCOM EXTENSION
Russian business aviation ser-
vices group Avcom is stepping
up its efforts to improve its
maintenance, repair and over-
haul (MRO) network by opening
a new support base at Irkutsk,
in western Siberia. The
Moscow-based company is pre-
paring to open other MRO facili-
ties across Russia, namely in
Khabarovsk, in the east, in
Omsk in the Urals and Samara,
in southwest Russia.
PASSPORT PARTNERS
GE Aviation has reached agree-
ments with IHI of Japan and
Techspace Aero to become
joint venture partners on GEs
new Passport engine, which will
power the under-development
Bombardier Global 7000 and
8000 ultra-long-range business
jets. Under the agreements, IHI
and Techspace Aero will be re-
sponsible for more than 37% of
the Passport engine IHI for
the low-pressure turbine mod-
ule, aerodrive systems, fan hub
frame and aft fan case; and
Techspace Aero for the booster
module, lubricant tank and
pump and the heat exchangers.
Passport certifcation is sched-
uled for 2015.
SHEREMETYEVO GROWS
Moscow Sheremetyevo
International airports business
aviation services company Avia
Group has opened a helipad at
the site. The move is in re-
sponse to growing calls from
commuters for a helicopter ser-
vice into the capital to bypass
the congested road network.
COMPLETIONS VENTURE
Following burgeoning demand in
Russia for business aircraft
completions, Jet Aviation
Moscow has signed an agree-
ment with Tulpar Interior Group
to offer interior refurbishment at
its maintenance facility at
Vnukovo airport. Kazan-based
Tulpar is the only company in
Russia providing completions
for commercial and VIP aircraft.
IN BRIEF
Donauwrth approaches safety boost
ROTORCRAFT KATE SARSFIELD LONDON
E
urocopters on-site helicopter
landing pad at its German
headquarters in Donauwrth has
become the rst helipad in
Europe to make use of localiser
performance with vertical (LPV)
guidance.
The new procedure supple-
ments conventional landing sys-
tems by adding the vertical com-
ponent, which enables approach
guidance to be displayed in 3D
for the rst time. This improved
guidance relieves the strain on
pilots and increases safety, since
obstacles can be own over safely
even when visibility conditions
are poor, says Eurocopter.
LPV relies on two different sat-
ellite-based navigation systems
EGNOS and GNNS to pin-
point the three-dimensional posi-
tioning of the aircraft.
The airframer is using the LPV-
equipped pad to conduct ight
tests of new navigation systems
tted to its twin-engined EC135
and EC145 T2 helicopters.
The helipad situated around
110km (68 miles) from Munich
sees around 6,000 take-offs and
landings every year, and is one of
the few helipads in the world to
have been certicated for all
weather operations, says Euro-
copter.
Meanwhile, Chinese start-up
Henan New Continental Business
Aviation has ordered an EC145
and an AS350 B3 for its new
charter operation. The AS350 is
scheduled for delivery later this
year, and the EC145 will be hand-
ed over around six months later.
The medium-twin will be
equipped with a Mercedes-Benz
Style VIP interior the rst of its
kind in Asia, says Eurocopter.
DEVELOPMENT DOMINIC PERRY LONDON
Reshaped AW609 receives
signicant improvements
Changes to tiltrotors vertical stabiliser, exhausts and prop-rotors show in-fight promise
E
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Eurocopter is conducting landing tests with its EC145 T2
A
gustaWestland has detailed a
series of enhancements it has
made to its AW609 tiltrotor,
which it claims will signicant-
ly improve the performance of
the type.
Modications have been made
to the AW609s vertical stabiliser,
which has seen its trailing edge
trimmed to keep it in line with
the similarly reshaped tail cone,
saving weight and reducing drag
with no detriment to handling
qualities.
The tiltrotors exhausts have
also been lightened and length-
ened, making for an exhaust
plume that is directed further aft
than before, says programme
manager Clive Scott. He adds:
There is also a wave-form inner
exhaust that creates a much bet-
ter mix of the exhaust plume.
A further alteration has been
undertaken to the spinner cones
on the AW609s prop-rotors, with
the addition of eyebrows in
front of each blade to improve the
airow over the cone and
nacelles.
The modications have been
performed on its second ight-
test example, and have so far ac-
cumulated around 12h since tri-
als of the revised conguration
commenced on 25 July.
The simulated performance
of the modications has been
conrmed through approximate-
ly 12 hours of dedicated ight
testing. The performance of the
aircraft has improved signicant-
ly as a result of these modica-
tions, says Scott.
The design changes will be
incorporated onto the two addi-
tional prototypes currently un-
dergoing nal assembly in Italy,
it adds.
So far the two ying examples,
based in Italy an d the USA, have
accumulated over 800h in the air,
and AgustaWestland is on
track to complete the expansion
of the AW609s ight envelope in
the fourth quarter, as new Pratt &
Whitney Canada PT6 engines,
Rockwell Collins avionics and a
y-by-wire system from BAE
Systems are integrated.
For more news and analysis
from the helicopter market:
ightglobal.com/helicopters
BUSINESS AVIATION
24-30 September 2013
|
Flight International
|
29 fightglobal.com
Russian training
school signs for 79
Skyhawks
GENERAL AVIATION P30
T
o mark the 50th anniversary
of the Learjet 23s rst ight
on 7 October, US fractional own-
ership company Flexjet has
begun a six-city tour under the
banner Legends Redened.
The roadshow features a mock-
up of the Bombardier Learjet 85
for which Flexjet is a launch cus-
tomer, with an order for 30 of the
midsize business jets. The all-
composite aircraft is earmarked
for certication and service entry
later next year.
The 50-year-old Learjet 23 is
widely regarded as one of the
most important programmes in
the history of business aviation.
Self-nanced by aviation pioneer
Bill Lear, the eight-seat aircraft
was the rst of the successful line
of Learjets and revolutionised the
business transport world by cre-
ating a new market for fast and
efcient small jet transportation.
Derived from Switzerlands
P-16 ghter prototype, the Learjet
23 entered service in 1964. Pro-
duction was halted two years
later with the introduction of the
Learjet 24. According to Flight-
globals Ascend Online Fleets da-
tabase, 101 Learjet 23s were deliv-
ered. Six remain in service today
and two are in storage.
Flexjet is the largest operator of
Learjet business jets, with a eet
of 34 aircraft. The 18-year-old
company was sold by Bombar-
dier earlier this month to private
equity rm Directional Aviation
Capital owner of fellow US frac-
tional ownership company Flight
Options and charter jet card pio-
neer Sentient.
FLAIR FOR PHENOMS
UK charter company FlairJet is
planning to add another
Embraer Phenom 100 to its
managed feet next month. The
entry-level jet will be based at
London Oxford airport.
FlairJets other managed
Phenom is based in Bari, Italy.
The four-year-old company also
operates a Cessna Citation
XLS and a Bravo from
Cambridge International air-
port, home to its parent com-
pany Marshall Aerospace and
Defence Group. FlairJet has
managed the acquisition, ac-
ceptance and delivery of a total
22 Embraer business jets.
EXECUJET EXPANDS
Business aviation services pro-
vider ExecuJet Europe has add-
ed fve business jets to its feet
of managed aircraft. The latest
arrivals include a Bombardier
Challenger 604 based in Luton,
UK, a Gulfstream G650 oper-
ated out of Dublin, Ireland and a
Moscow-based Dassault Falcon
7X, bringing ExecuJets feet of
managed aircraft to 54.
Demand [for charter and man-
agement services] continues to
rise and we look forward to wel-
coming a further four aircraft to
our feet, says ExecuJet.
BLU MOVE
UK business aviation charter
start-up Blu Halkin is basing its
headquarters at Cambridge
airport. The company also has a
secondary base in Milan, Italy.
Blu Halkin operates a Cessna
Citation CJ3 and plans to add
another Citation business jet to
its feet before the end of the
year. A long-range aircraft is
also under consideration.
CIRRUS SCHEDULE
Two Cirrus SR22 air taxi opera-
tors have joined forces to offer
a scheduled, round-trip service
between White Plains, New York
and Westchester County air-
ports. Linear Air and Hopscotch
Air will begin services with the
four-seat piston singles on 1
October.
IN BRIEF
ANNIVERSARY KATE SARSFIELD LONDON
Flexjet celebrates 50 years
of Learjet business ights
Fractional ownership company launches roadshow for anniversary of legendary aircraft
B
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A
lBaddad Aviation is hoping
to become a signicant play-
er in the Middle East business
aviation market and is building
an aviation city complex at
Aqaba airport in Jordan which
will offer an array of business
aviation services.
The company owned by
Dubai-headquartered Albaddad
Holding, which produces a wide
variety of products, from outdoor
furniture to prefabricated build-
ings and tents has developed a
ve-phase plan for its Aqaba air-
port site, also known as King
Hussein International. This in-
cludes a maintenance repair and
overhaul (MRO) facility and
xed-base operation that are al-
ready up and running; a pilot
training college scheduled to
open in November; a business
aircraft brokerage and showroom;
and a xed-wing and helicopter
charter service.
We have huge plans for
Aqaba airport, says AlBaddad
Holding president, Fateen Hus-
sein AlBaddad.
Situated on the northeastern tip
of the Red Sea, Aqaba is the main
seaport for Jordan. It is a very
popular destination for tourists,
but we want to drive more trafc
to the [underutilised] airport.
A business aviation show is
being planned at the site next
March, along with a host of other
international events designed to
raise the prole of the airport.
AlBaddad says the MRO facili-
ty is currently only catering for
Russian airliners, but he is keen
to expand the maintenance offer-
ing to include business jets.
A business aircraft charter ser-
vice is also planned, although a
timeframe has yet to be decided.
A helicopter sightseeing/shut-
tle service will take off next year,
however, probably using an
AgustaWestland AW109 Power.
This helicopter will give us the
range to link key cities in the re-
gion including Oman and Cairo,
says AlBaddad.
DEVELOPMENT KATE SARSFIELD LONDON
AlBaddad plans ambitious expansion
The Learjet 23 (above) first took to the skies
in October 1963. The Learjet 85 (left) is
expected to enter service next year
For more information on the
Learjet 23 programme visit
ightglobal.com/learjet23
GENERAL AVIATION
fightglobal.com 30
|
Flight International
|
24-30 September 2013
Explore 100 years of aviation history as it
appeared in the original pages of Flight:
ightglobal.com/archive
A
ustralias Jabiru has own a
twin-engined version of its
J430 tourer which it has speci-
cally designed for the African
market. As such, its South Afri-
can dealer is working with the
local aviation authority to enable
approval of the production model.
Jabiru Aircraft Southern Africa,
which builds Jabiru aircraft under
licence and services the African
market, identied a need for a
twin-engined Jabiru on the conti-
nent, says the company.
The modication involves
mounting the engines on either
side of the fuselage in specically
designed pods attached with a
short canard.
The design allows unhindered
access to the aircraft cabin, and
also meant that a complete rede-
sign of the wing was not required.
Additionally, the engines are
mounted sufciently close to-
gether to minimise single engine
asymmetric thrust, it says.
Most of the structure is built
from composite material with al-
uminium canards.
The modication was de-
signed by Stiff and developed at
the Queensland factory.
The structure and moulds
were then made into a kit and
shipped to South Africa, where it
was tted to a new J430.
Stiff says the South African
company is now negotiating with
the local civil aviation authority
to approve the modication. If
successful it then hopes to release
the kit for in the Australian and
USA markets and other coun-
tries that accept the experimental
[aircraft] category, it says.
It will be available as a retrot
item to existing Australian J430
users, it adds.
The Queensland-based manu-
facturer, which celebrates its 25th
anniversary this year, produces
the factory-built J120 trainer/per-
sonal aircraft, the J160 trainer,
J170 light sport aircraft and the
J230 touring aircraft, as well as
amateur-built kits.
C
essna has clinched an order
from Russian pilot training
provider ViraZH for 79 Skyhawks.
The order comes on top of another
deal in 2011 for the eleven of the
four-seat, piston-engined type.
Cessna is scheduled to have
delivered all 79 aircraft from the
latest order by the fourth quarter
of 2014. Upon delivery of the
nal aircraft, the Moscow-based
company will become one of the
worlds largest operators of the
high-wing type.
The Textron Lycoming
IO-360-L2A-powered Skyhawk
will be incorporated into
ViraZHs ight school network
throughout western Russia.
Meanwhile, a Thai business-
man has become the rst owner
of the piston-engined TTx out-
side the USA.
The four-seat type touted by
Cessna as the worlds fastest
commercially produced and cer-
tied xed-gear single-engine air-
craft was handed over to Kiati-
chai Monsereenusorn, managing
director of Kiattana Transport,
based in Nonthaburi, Thailand.
The $734,000 TTx was certicat-
ed in July, and is the rst aircraft to
be equipped with Garmin G2000
avionics. The cockpit features two
14in (36cm) high-denition dis-
plays and touchscreen controls.
The all-composite aircraft has an
operating ceiling of 25,000ft
(7,620m) and a 1,250nm (2,311km)
range, allowing it to y non-stop
from Los Angeles to Houston or
Bangkok, Thailand, to Kolkata,
India, says Cessna.
The Continental Motors
TSIO-550-powered TTx also
boasts an optional ight-into-
known-icing system, enabling
pilots to le ight plans for vary-
ing weather conditions, the air-
framer adds.
B
ell has delivered the rst
Russian-owned 407GX heli-
copter to its St Petersburg-based
distributor, Helidrive.
The light single-engined aircraft
the latest version of the 17-year-
old 407 will be operated by
Helidrive both privately and for
commercial charter purposes.
The Russian market is an es-
sential component of Bells inter-
national growth strategy, says Pat-
rick Moulay, the US airframers
managing director in Europe. We
are focused on providing differen-
tiated products that meet mission
needs. The six-seat 407GX contin-
ues to prove its value to VIP, corpo-
rate and utility operators .
According to Flightglobals
Ascend Online database, there
are 961 Bell 407s in service, of
which 17 are based in Russia.
N
ew Zealand aircraft manufac-
turer Pacic Aerospace has
secured validation for its P-750
XSTOL single-engined turboprop
in Russia, paving the way for de-
liveries of an initial batch of 37
aircraft over the next ve years.
The manufacturer has orders for
37 P-750 XSTOLs from Russia cus-
tomers and sees the market as a
promising one because of the need
to replace 17,000 pre-Second
World War Antonov An-2 biplanes
in the country.
Russia is an exciting market for
us, says chief executive Damian
Camp. Capturing just a small frac-
tion of the replacement market for
the An-2 biplanes produced in
Russia would be a big deal for us.
The rst all-metal P-750 des-
tined for Russia the 85th of the
type produced will be operated
by the Moscow-based Parachute
Training Centre, and is scheduled
for delivery this month.
ENHANCEMENTS
Twin-engined Jabiru ies to
meet rising African demand
Local dealer targets aviation authority approval for modifcation to J430 touring aircraft
ROTORCRAFT
Russias frst
407GX arrives
in St Petersburg
ORDERS KATE SARSFIELD LONDON
Russian training school signs for 79
Skyhawks as TTx goes international
Cessna has handed over its first TTx to an international owner
VALIDATION
Moscow gives
its approval to
P-750 XSTOL
Keep track of all the latest
global general aviation news:
ightglobal.com/ga
C
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24-30 September 2013
|
Flight International
|
31 fightglobal.com
Light work of
heavy fuel
BUSINESS P32
SPACEFLIGHT
J
apanese space agency JAXA
has successfully performed the
rst ight of the Epsilon rocket,
following a last-minute abort dur-
ing a previous attempt.
The launch took place from the
Uchinoura Space Center in
Kagoshima prefecture. The pay-
load a scientic satellite called
Spectroscopic Planet Observato-
ry for the Recognition of Interac-
tion of Atmosphere (SPRINT-A)
was deployed about 1h after
launch.
SPRINT-A is an ultraviolet tel-
escope, which will examine
other solar system bodies from
Earth orbit.
The earlier attempt, on 27 Au-
gust, was automatically scrubbed
only seconds before launch due
to a .07s mismatch in signal tim-
ing between the onboard ight
computer and the controllers
ground computer.
Epsilon is a three-stage solid-
fuel rocket, capable of launching
1,200kg (2,650lb) into low Earth
orbit. The rocket was built to re-
place the similar but aged and
signicantly more expensive
M-V system, which has not been
launched since 2006.
Epsilons rst stage is adapted
from the solid-fuel boosters used
to help propel the much larger
H-II series off the launchpad,
while the second and third stages
are adapted from the M-V.
A further iteration of Epsilon,
capable of launching a greater
payload into orbit using a fourth
stage, is in the works for a
planned 2017 launch.
Japan has a robust space port-
folio, also operating the H-II se-
ries used to launch resupply
capsules to the International
Space Station and research and
military satellites. It is a crucial
partner in the International Space
Station and supplies both a mod-
ule and occasionally astronauts
to the programme.
Japan has been building up its
space industry as it deals with
growing regional competition.
China in particular presents
both an economic and military
threat to the nation, and has a
highly developed space pro-
gramme, routinely conducting
satellite launches and putting as-
tronauts into orbit.
Chinas plans are nothing if
not ambitious. The nation is one
of only three to have a well-de-
veloped human spaceight pro-
gramme, and plans to operate
everything from large space sta-
tions to unmanned interplane-
tary probes.
North Korea, another rival,
launched its rst payload into
orbit in December 2012. Al-
though the payload a very
basic satellite was deemed un-
responsive by outside observers,
more launches are expected in
the future.
South Korea, which is nomi-
nally an ally of Japan, is also
launching its own rockets.
The Epsilon may open up the
commercial launch market to
Japan, which it has previously
been priced out of.
T
he Khrunichev Proton rock-
ets planned return-to-ight
launch, scheduled for 15 Septem-
ber, has been postponed for un-
specied technical reasons.
The launch is yet to be
rescheduled.
A problem was discovered
with the rst stage of the vehicle,
which houses its six Energomash
RD-253 engines, according to In-
ternational Launch Services
(ILS), which markets the rocket.
It was determined that fur-
ther investigation is necessary,
requiring the launch vehicle be
returned to the processing hall
for additional testing, says the
company. The vehicle and sat-
ellite remain in a safe congura-
tion at the launch site.
The mission is to be the 388th
launch attempt for the vehicle,
lofting the Astra-2E communica-
tions satellite.
Further details have not been
made available, and neither ILS
nor Khrunichev responded to
immediate questions.
Proton was grounded follow-
ing a 2 July mishap during a
Russian government mission,
when the rocket crashed imme-
diately after lift-off. The crash
was traced to an incorrectly in-
stalled angular sensor.
The Proton, as with many
other Russian- and Ukrainian-
built rockets, has experienced
persistent quality-control prob-
lems related to assembly and
testing.
Despite those issues the vehicle
is generally considered among the
most reliable in the world, and is
along with Europes Ariane 5 the
vehicle of choice for putting large
communications satellites into
geostationary orbit.
Proton is due to be replaced
by an in-development rocket, the
Angara, in coming years, but in
the meantime ILS is planning on
at least 10 launches annually. The launch vehicle was grounded following a 2 July mishap
ILS blames technical issues for Proton return delay
QUALITY CONTROL ZACH ROSENBERG WASHINGTON DC
The rocket was carrying a planetary observation satellite
LAUNCHER ZACH ROSENBERG WASHINGTON DC
Epsilon blast-off
gives Japan boost
in Asia space race
Tokyo successfully launches three-stage solid-fuel rocket as
it builds its space portfolio amid growing regional competition
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For expert analysis on all the
latest space-related news, visit
ightglobal.com/hyperbola
BUSINESS
fightglobal.com 32
|
Flight International
|
24-30 September 2013
Good week
Bad week
Aircraft fnance is among the sectors covered
by our premium news and data service
Flightglobal Pro: ightglobal.com/pro
Good week
Bad week
AER LINGUS Theres no
winning in the airline busi-
ness. Seasonal factors
such as a cold winter in-
variably curtail fying, so
throw in the occasional
one-off disruption of a
volcanic eruption, labour
unrest or global epidemic
and its always some-
thing. Now, though, the
Irish carrier has scaled
back its full-year proft
forecast to around 60
million ($80 million), from
the 69.1 million it re-
corded last year be-
cause the exceptionally
good summer weather hit
travel demand.
RUSSIAN HELICOPTERS
The Mil and Kamov par-
ent turned in a strong
frst half, as revenue rose
by 7% to Rb64.5 billion
($2 billion) and EBITDA
surged by 30% to Rb11.8
billion an 18.3% margin
to leave a proft of Rb3
billion at the bottom line,
by IFRS accounting
standards. The order-
book reached 870 heli-
copters, worth about
Rb384 billion. Highlights
of the half include head-
way on a joint venture
with AgustaWestland to
produce an all-new model
in the 2.5t class.
UNMANNED SYSTEMS EMMA KELLY PERTH
Light work of heavy fuel
One Australian company is using automotive technology to boost small UAV performance
A
ustralian engine developer
Orbital is making its mark in
the world of unmanned aerial ve-
hicles, securing a third contract
from a US manufacturer to devel-
op and manufacture a heavy fuel
engine for a small unmanned air-
craft system (SUAS).
The company, based in Perth,
Western Australia, employs
around 100 people and is best
known in the automotive and
marine industries, including for
liquied petroleum gas systems.
But its patented FlexDI fuel injec-
tion technology is increasingly
interesting for UAV appliations.
The company has previously
fullled two SUAS contracts, val-
ued at over A$10 million, to sup-
ply its Redback heavy fuel engines
and spare parts. One was with
Textrons AAI subsidiary for use
in a SUAS developed with AAIs
Australian operation, Aerosonde.
The latest contract, with an
unidentied customer described
as one of the largest in the boom-
ing UAS industry, involves a
clean-sheet engine design incor-
porating FlexDI.
SPARK OF AN IDEA
Orbital says the key to its success
in the SUAS sector has been to
resolve the challenge of spark-ig-
niting heavy fuels such as kero-
sene. FlexDI technology, which
was originally developed for the
automotive industry and is used
in over 700,000 engines includ-
ing on boats, motorcycles, all-ter-
rain vehicles and auto rickshaws,
injects fuel at comparatively low
pressure and uses air pressure to
atomise the mixture.
The result is better reliability,
range and payload capability than
is achievable by conventional gaso-
line two-stroke engines. The tech-
nology supports the use of kero-
sene-based fuels such as JP5 or JP8,
works across a wide range of ambi-
ent conditions and meets cold-
starting and cold-operation criteria.
Chief executive ofcer Terry
Stinson says that by enabling
spark ignition of kerosene fuels,
Did you fill it with diesel or petrol?
C
o
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e
a
lt
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o
f

A
u
s
t
r
a
lia
R
u
s
s
ia
n

H
e
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o
p
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x

F
e
a
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u
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e
s
FlexDI supports a [high] quality,
highly fuel-efcient, lightweight
yet powerful propulsion system
demanded by SUAS developers.
But having the right technolo-
gy alone is not enough, he says.
One key element required to
achieve success in the global
UAS industry is the ability to de-
velop and produce the product,
not just supply the technology,
he says. Customers want prod-
ucts, not just technologies.
Orbitals strength, he adds, is
in providing complete concept
to product solutions.
The fact that Orbital is also a
small company with a can-do
attitude and is not hampered by
rigid operating structures also
helps, says Stinson.
Last nancial year, UAS work
contributed approximately half of
the companys revenue of A$26
million ($24 million); underlying
prot after tax was $1.37 million,
compared with a loss after tax of
$3.33 million the year before.
Much of the companys engi-
neering work is currently focused
on UAS engine development and
engine management systems. Or-
bital was recently awarded a
A$933,000 Automotive New
Markets Programme grant from
the Australian federal govern-
ment for the development of a
generic management system that
can be used in existing and new
UAS engines.
Stinson claims Orbitals early
success in the SUAS segment is
just the beginning and says the
company has identied new op-
portunities in the next size of
UAVs, which require engines with
up to 100kW (134hp) of power.
He describes the growth poten-
tial as signicant and says the
UAV business could eventually
become a standalone division.
USA-BOUND
In the meantime, a US facility for
engine assembly, testing and
technical support is on the cards.
While the rst engines under the
new contract will be produced in
Perth, a US facility would be nec-
essary from around 2015, de-
pending upon customer require-
ments and market demand, at a
location yet to be determined.
Perth will remain as its research
and development base, however,
says Stinson. Our core engineer-
ing group is in Perth, along with a
signicant investment in laborato-
ries and test and development fa-
cilities, he says.
For many years, Orbital has
successfully supported customer
programmes from Perth, with
programmes for customers in the
USA, Europe, Asia and South
America, he adds. The invest-
ment in low-volume manufactur-
ing is already made and having
early production close to R&D
and development is a key advan-
tage for Orbital.
More news and analysis from
the unmanned systems sector:
ightglobal.com/uav
BUSINESS
24-30 September 2013
|
Flight International
|
33 fightglobal.com
Top 100 analysis of
industry leaders
FEATURE P34
FLYBE GROUP STREAMLINES OPERATIONS
RESTRUCTURE Regional carrier Flybe Group is to merge its opera-
tions into a single structure, by bringing together its UK operator and
its third-party contract fying division. The company, which is under-
taking a review of its business under new chief executive Saad
Hammad, says the review will be completed in November. Flybe
states that the company will beneft from a unifed and lower-cost
operational approach.
CARGOLUX RIPE FOR CHINESE TAKEAWAY
AIRFREIGHT Chinese investors have been discussing their interest
in a possible shareholding in Luxembourg-based freight operator
Cargolux as part of broader co-operation in the cargo sector.
Representatives of Henan province and the relatively new state-
owned investment company HNCA have conducted a formal visit to
Luxembourgs freight facilities. HNCA has expressed an interest in
acquiring shares in Cargolux and is in close discussions on the
matter, says Luxembourgs infrastructure ministry. Qatar Airways had
previously invested in a large Cargolux stake but withdrew in 2012.
BOEING SWITCHES SUPPLIER ON 777 LANDING GEAR
COMPONENTS Boeing has signed a memorandum of agreement
with Hroux-Devtek subsidiary HDI Landing Gear USA covering pro-
duction of landing gear for the 777 and updated 777X. From 2017
HDI will manufacture the main and nose landing gear systems as
well as the nose landing gear drag strut for the widebody. The MoA
includes an option to extend the deal until 2028. Hroux-Devtek says
it expects the deal to be frmed by the end of the year. HDI Landing
Gear will also produce spares to support repairs in the aftermarket.
UTC Aerospace Systems currently supplies 777 landing gear.
AVALON FUTURE UNCERTAIN UNDER QANTAS REVIEW
MRO Qantas is reviewing the future of its Avalon maintenance facil-
ity as it winds down its Boeing 747 feet and consolidates its heavy
operations maintenance operations in Brisbane. The Oneworld car-
rier conducts heavy maintenance on its 747s at Avalon, as well as
some cabin refurbishments and other ad-hoc maintenance tasks on
its 737s and 767s. However, because the airline operates just 15
747s and as this fgure will fall to 10 in the next three years, Qantas
says Avalon has become sub-scale and ineffcient. Consultations
with staff will run until October.
EC225 GROUNDING HITS CHC PERFORMANCE
ROTORCRAFT Canadian offshore transportation specialist CHC
Helicopter has seen its EBITDAR for the frst quarter increase by 10%
to $111 million over the same period a year earlier. Revenue was
broadly fat for the period to 31 July, shrinking by $1 million to $415
million. However, its net loss grew to $36 million for the quarter,
against a net loss of $32 million a year earlier. CHC attributes the
EBITDAR improvement to increased operating effciency, although the
operational disruption caused by the grounding of its Eurocopter
EC225s for much of the quarter continued to have an impact.
MTU GOES DUTCH WITH SUMITOMO FOR LEASING
ENGINES Germanys MTU Maintenance has created two new Dutch-
based joint ventures with Japans Sumitomo Corporation aimed at
broadening their activities in commercial aircraft engine leasing. The
two sides have established MTU Maintenance Lease Services,
which is 80%-owned by the German side, as well as Sumisho Aero
Engine Lease, in which Sumitomo holds a 90% share.
BUSINESS BRIEFS
PEOPLE MOVES
A4A, Air Charter, Lufthansa Cargo, Northrop Grumman
Baer: airports expert
West: Jets man
Charter Service, travel agent and
former Lufthansa manager Peter
Klotz is now head of the
commercial jets division in
Germany. Northrop Grumman
has appointed Robert Hosozawa
as vice-president business
management for its integrated
logistics and modernisation
division. He most recently served
as director of business
management for the companys
B-2 Spirit programme. Former
United Airlines vice-president of
network operations Capt Don
Dillman has joined trade
association Airlines for America
as managing director, ight
operations.
Sue Baer, former aviation director
at the Port Authority of New York
and New Jersey and manager of
LaGuardia, Kennedy, Newark
and Teterboro airports, has joined
engineering and consultancy
company Arup as a principal and
global aviation leader, based in
New York. Business aviation
MRO group Jets has appointed
industry veteran Adam West as
sales and commercial manager
for its Bournemouth and London
Biggin Hill facilities. Lufthansa
Cargo has extended the contract
of its chief operating ofcer, Karl-
Rudolf Rupprecht, until March
2016. Rupprecht has been in the
post since April 2011. At Air
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QUOTE OF THE WEEK
This is a tting
time for a
leadership
change
Lufthansa chief CHRISTOPH
FRANZ is to step down as head of
the German fag carrier next year
and take up the position of
chairman at pharmaceutical
company Roche
fightglobal.com
TOP 100
SPECIAL REPORT
TOP 100
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F
or several years since the nancial cri-
sis struck in 2008, merger and acqui-
sition activity has been relatively sub-
dued. Thats not surprising given the
economic backdrop, but the assumption has
prevailed that the aerospace industry is ripe
for consolidation, especially in terms of the
supply chain.
However, as shown by our latest Top 100
analysis of industry leaders compiled, as
ever by the experts at PwC 2012 was in fact
a year of buoyant deal activity. Boeing, for ex-
ample, completed acquisitions totalling $124
million and Lockheed Martin splashed out
$304 million. Smaller companies were also
highly active. Indications from the wider cor-
porate world suggest that, in recent months,
the M&A market is nally loosening up. With
companies sitting on large cash piles after sev-
eral years of record prots, aerospace could
well be in for a ood of dealmaking.
Next years Top 100 may, then, look quite
different. Watch, especially, for companies
with heavy exposure to military budgets in
North America and Europe look to M&A for
diversication, into civil aerospace as well as
related-technology elds like cybersecurity.
However the industry shakes out, though,
one fact shines through this Top 100 analysis;
protability is strong and settling down at a
level above historical norms. With aviation
growing consistently faster than the global
economy, good times in aerospace look likely
to continue for the foreseable future.
DAN THISDELL LONDON
To view our full list of the Top 100 aerospace
companies, including revenue and proft
fgures, visit ightglobal.com/top100
Our Top 100 analysis of aerospace industry
2012 nancial performance sees no change in
the top 10, but a number of new names from
China and Russia, and from acquisition-driven
reshufing that may herald shifts to come
fightglobal.com 36
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TOP 100
SPECIAL REPORT
BOEING
UNITED TECHNOLOGIES GENERAL DYNAMICS
NORTHROP GRUMMAN
RAYTHEON
EADS LOCKHEED MARTIN
Revenue: $29.1 billion
Profit: $3.25 billion
The Pratt & Whitney and Sikorsky parent
grew 17.2% due in large part to its acqui-
sition of Goodrich, ranked 18th in 2011
Revenue: $28.1 billion
Profit: $2.83 billion
Growth of 6.6% reversed a fall in 2011;
first half 2013 sales were flat, and the
backlog dipped with US federal spending
Revenue: $74.8 billion
Profit: $2.82 billion
At 15%, revenue growth was strong, and
profitability was also on the up. A year
from now the group will be called Airbus
Revenue: $47.2 billion
Profit: $4.43 billion
As a very defence-focused business
homed in a budget-slimming USA, it is
no surprise sales were up just 1.5%
Revenue: $31.5 billion
Profit: $833 million
Sales dipped by 3.6% in 2012, which is no surprise given GDs heavy exposure to US
military budgets. Total revenue is on track for negative growth again this year, but the
business jet market is another story in the half to end-June 2013, orders were taken
for every Gulfstream model, and aerospace segment sales gained nearly a fifth
At number-one Boeing, 787 production is starting to hum
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Revenue: $24.4 billion
Profit: $2.99 billion
Another heavyweight with big exposure
to defence budgets, sales dipped 1.5%
in 2012; the forecast is -3% this year
Revenue: $81.7 billion
Profit: $6.31 billion
The worlds biggest aerospace company
got a lot bigger in 2012 revenue grew
18.9% on 36% growth in airliner sales
G650: business end
of a good business
Iberia Maintenance. Commercial and Business Development Direction
Madrid-Barajas Airport. Z.I. La Muoza. Motores Building, 28042 Madrid.
Spain tel: + 34 91 587 51 32/ Fax: +34 587 58 84
[email protected] / www.iberiamaintenance.com
British Airways Maintenance: [email protected] / www.ba-mro.com Members of
OUR EXPERIENCE DRIVES YOUR EXCELLENCE.
When what matters is hnely tuned, everything works.
Iberias merger with British Airways has made us stronger. Our technicians
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STRONGER TOGETHER.
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fightglobal.com
Revenue: $9.12 billion
Profit: $853 million
For the Bell helicopters and Cessna
business jets maker, 8.8% growth shows
return to stability after tough few years
BAE SYSTEMS
FINMECCANICA
Revenue: $8.73 billion
Profit: not available
Heavy exposure to US and UK military sales keeps life interesting at BAE, but the UK
arm of the Eurofighter consortium leads the lucrative Saudi Arabia export deal
Revenue: $20.2 billion
Loss: $192 million
The Italian industrial champion saw sales
edge down nearly 2%, but it slashed aero-
space losses from $2.22 billion to less than
a tenth of that. The result was a relief after
a miserable 2011, when a 753 million
($998 million) charge against faulty aero-
structures it supplies to the Boeing 787
helped spark a major, and ongoing, corpo-
rate restructuring. Aerospace sales are still
trending downward, but the AgustaWestland
helicopters business looks to be on a roll
despite an exports to India corruption probe
that has cost management scalps
GENERAL ELECTRIC
HONEYWELL
L-3
TEXTRON
SAFRAN ROLLS-ROYCE
Revenue: $20.0 billion
Profit: $3.75 billion
A solid performer that may be set for a
surge; Avio engines acquisition will show
in 2013, and structures is a rising star
Revenue: $12.0 billion
Profit: $2.28 billion
With its operating margin of 15.6%, the
fuel to component systems group is by
far the most profitable of the big players
Revenue: $11.8 billion
Profit: $1.27 billion
Sales edged up 1.8% in 2012; first-half
gains were slimmer this year, but new
contract signings are encouraging
Revenue: $15.9 billion
Profit: $1.92 billion
Systematic innovation and a solid drive
into security complement long-term
success of CFM venture with GE
Revenue: $13.7 billion
Profit: $1.75 billion
Double-digit sales growth may well
continue owing to strong positions on
787 and A350
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The Eurofighter is a
major focus for BAE
AgustaWestland
is a star
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TOP 100
SPECIAL REPORT
MITSUBISHI HEAVY INDUSTRIES
Revenue: $6.18 billion
Profit: $612 million
Brazils champion slipped down the table, but sales of its regional jets have been
strong and some analysts are expecting a re-engined E-Jets range to propel Embraer
into the lead in that market, despite new competition from China and Japan
EMBRAER
Revenue: $5.53 billion
Profit: $331 million
Heavy may seem like the wrong name for a regional jet maker, but the in-development MRJ programme is serious business
BOMBARDIER
Revenue: $8.63 billion
Profit: $382 million
Sales growth was barely positive and
profit meagre, but in CSeries and Global
range, 2012 was marked by investment
THALES
Revenue: $5.83 billion
Profit: $393 million
Profitability remains a concern at the
Paris-headquartered avionics and elec-
tronic systems group
PRECISION CASTPARTS
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Revenue: $5.47 billion
Profit: not available
The Portland, Oregon-based maker of
structural castings and aerostructures
racked up 22.5% revenue growth
For short-haul
efficiency,
E is the way...
...unless, of course,
you prefer the big M
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TOP 100
SPECIAL REPORT
TOP 100
As the chart on the right shows, the aerospace
industrys leading players appear to have
returned to a sales and proft performance
pattern which bears at least some similarity to
the pre-crisis boom years of the mid-2000s. At
8%, sales growth has returned to a level that
might be described as robust if not buoyant
and remains considerably higher than global
GDP growth, which with any luck will remain an
industry characteristic. While the 6% gain in
profts is an average which hides some negative
outcomes, the average proft margin is settling at
around 9.4% higher than in the 2000s, and
suggesting that companies are working smarter
post-crisis.
REVENUE AND PROFIT GROWTH OF THE AEROSPACE TOP 100 2005-2012
% growth
SOURCE: PwC
-20
-15
-10
-5
0
5
10
15
20
25
30
2012 2011 2010 2009 2008 2007 2006 2005
Revenue Growth Proft Growth World GDP growth
8%
5%
12%
13%
-17%
26%
16%
8%
5% 5%
7%
2%
4%
8% 8%
6%
3% 3% 3% 3%
1% 1%
-1%
17%
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The Paris air show was a hotbed of industry activity this year, with big-money deals changing hands and orders fleshed out
TOP 20 BY OPERATING MARGIN 2012
Rank by
margin
Rank by
sales
Company Operating
margin
1 48 TransDigm Group Incorporated 41.2%
2 86 FLIR Systems 32.9%
3 44 B/E Aerospace 25.9%
4 95 Garmin 25.0%
5 26 Harris 24.1%
6 96 Martin Baker 23.7%
7 33 Hindustan Aeronautics 23.4%
8 76 Crane 22.2%
9 39 Meggitt 20.2%
10 12 Honeywell International 18.9%
11 9 General Electric 18.7%
12 65 Heico 18.2%
13 23 Rockwell Collins 18.2%
14 68 Cytec 17.8%
15 31 Alliant Techsystems 16.6%
16 59 Ultra Electronics 16.1%
17 83 Kaman 15.3%
18 67 MDA communications 15.1%
19 66 Woodward Governor 14.5%
20 74 Senior 14.5%
SOURCE: PwC
TOP 20 BY SALES GROWTH (%)
Rank by
Growth %
Rank by
sales
Sales
growth (%)
1 89 Elettronica 64.8%
2 71 LISI 45.0%
3 48 TransDigm Group 41.0%
4 37 AVIC 26.6%
5 24 Zodiac 25.8%
6 74 Senior 23.0%
7 20 Precision Castparts 22.5%
8 92 Doncasters 20.6%
9 87 Asco 19.7%
10 100 Circor International 19.7%
11 55 Korea Aerospace Industries 19.3%
12 22 Dassault Aviation 19.2%
13 1 Boeing 18.9%
14 65 Heico 17.3%
15 5 United Technologies 17.2%
16 68 Cytec 17.0%
17 85 SKF 17.0%
18 32 Avio 16.1%
19 46 Esterline 15.9%
20 35 Kawasaki Heavy Industries 15.8%
SOURCE: PwC
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fightglobal.com 42
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TOP 100
SPECIAL REPORT
HARRIS
ISHIKAWAJIMA-HARIMA
Revenue: $3.99 billion
Profit: $960 million
Secure communications systems,
including for air traffic control
Revenue: $3.85 billion
Profit: $176 million
Sales growth of 13% for the maker of
CF34 and V2500 engine components
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DASSAULT AVIATION
Revenue: $5.22 billion
Profit: $725 million
Dassault Aviation is ever a story of two parts. Its Falcon business jets sit in the big-
cabin market sector that has fared well through the downturn, but the product range is
under pressure from newer, faster, longer-range rivals. Indias choice of Rafale fighters
was an export sales triumph or will be if and when Paris and New Delhi seal the deal
+2
ROCKWELL COLLINS
Revenue: $4.73 billion
Profit: $859 million
Sales edged down 1.7%, so much rides on civil business, but strength in communica-
tions systems mean retrofit prospects and a good chance of riding out US defence cuts
-1
ALCOA
+3
ZODIAC
MTU AERO ENGINES
Revenue: $4.56 billion
Profit: $646 million
At 25.8%, the Paris-based seats
and galleys maker is a Top 100
growth star; 787 programme will be
a cash cow
Revenue: $4.48 billion
Profit: $397 million
MTU is part of the V2500 narrowbody
power alliance and its successor, along
with P&W and Rolls-Royce
+3
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Revenue: $5.40 billion
Profit: $114 million
Sales growth in 2012 of 11% was fair,
but profits were grim and 2013 has seen
layoffs and site closures
SPIRIT AEROSYSTEMS
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Revenue: $3.80 billion
Profit: not available
The US aluminium giant saw new
alloys keeping it competitive with
carbonfibre
7X is the business, but
Dassaults flagship is
under pressure
For pilots, its Collins
every step of the way
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TOP 100
SPECIAL REPORT
ISRAEL
AEROSPACE
Revenue: $3.40 billion
Profit: $78 million
The Israeli defence manufacturer
managed 3% growth but should be in a
good position to grow export sales
AVIO
Revenue: $3.12 billion
Profit: $291 million
The Italian engine components makers private equity owners had been lining the
company up for an IPO, but instead sealed a $4.3 billion deal that saw it go to GE in
a trade sale earlier this year GEs numbers will rise accordingly when 2013s figures
come through
+5
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Revenue: $3.70 billion
Profit: $531 million
After 2011s $1.44 billion acquisition of
Vought made for 44% growth, Triumph
had to make do with 8.7% organically
TRIUMPH
+1
Revenue: $3.21 billion
Profit: $532 million
Sales down 11.2%; solid rocket propul-
tion, armaments, aerostructures
ALLIANT
TECHSYSTEMS
-3
Revenue: $2.75 billion
Profit: $169 million
A long-time key structures partner for
Boeing, also serves Embraer
KAWASAKI HEAVY
INDUSTRIES
+6
HINDUSTAN AERO
ELBIT SYSTEMS
Revenue: $3.10 billion
Profit: $725 million
HAL is slowly, and very partially, being
freed from New Delhis ownership
Revenue: $2.89 billion
Profit: $203 million
The Israeli defence electronics maker is
growing sales beyond the US and Israel
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Its whats inside
that counts
Joint Strike Fighter
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TOP 100
SPECIAL REPORT
GKN
EXELIS
Revenue: $2.60 billion
Profit: not available
The former ITT aerospace business now sits alone and has dropped the ITT from its
name. Products include command, control, communications, computers, intelligence,
surveillance and reconnaissance (C4ISR) systems and information and technical
services. The company supplies military, government and commercial customers in the
USA and globally; Exelis also supplies aerostructures to Airbus, Boeing and Sikorsky
COBHAM
MEGGITT
AVIC
Revenue: $2.70 billion
Profit: $364 million
Revenue dipped for the second year
running, down 5.7% in 2012, but the
business is well diversified into services
Revenue: $2.48 billion
Profit: $500 million
The systems maker has this year moved
into a new management era, with the
retirement of popular boss Terry Twigger
Revenue: $2.66 billion
Profit: $201 million
At last, reliable financial reports are
bringing China into the Top 100; AVIC
even makes the top 10 for growth
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new
Exelis inside
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A380 wings, GKN
manufacturing
Revenue: $2.45 billion
Profit: $273 million
This British industrial champion may
be best known as one of Airbuss key
suppliers it now owns the OEMs wing
components plant at Filton, from where it
supplies spars and critical structures for
A380, A350 and A400M but it also has
solid positions on Boeing programmes
including 787. With its 2012 acquisi-
tion of Volvo Aero, GKN is now one of
the worlds leading engine components
makers. Composite technology is a
particular strong suit, and GKN also sits
comfortably on the defence side of the
business, with positions on major plat-
forms that leave it relatively unaffected by
military spending cuts. On top of all that,
the aerospace division has been a growth
star and is finally closing in on GKNs
biggest unit, automotive driveline
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TOP 100
SPECIAL REPORT
AVERAGE TOP 100 OPERATING MARGIN 2000-2012
SOURCE: PwC
0%
1%
2%
3%
4%
5%
6%
7%
8%
9%
10%
2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000
Top 20
72.1%
The rest
27.9%
SOURCE: PwC
TOP 20 SHARE OF TOP 100 PROFITS 2012
Top 20
77.3%
The rest
22.7%
SOURCE: PwC
TOP 20 SHARE OF TOP 100 SALES 2012
ANA helped open
the 787 era
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A400M: shower
of expectations
Eurocopter EC225
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SPECIAL REPORT
CAE
+2
Revenue: $2.00 billion
Profit: $190 million
15.9% sales growth in 2012 from
avionics, controls, sensors and
advanced materials; Bellevue,
Washington headquarters
ESTERLINE
+3
Revenue: $1.72 billion
Profit: $213 million
Power management, fuel systems and
hydraulics. Eaton saw 4.6% growth in
2012; headquarters in Cleveland, Ohio
EATON
+3
Revenue: $2.04 billion
Profit: $239 million
One of Canadas aerospace industry
stars, CAE is a world leader in full-motion
simulators, as well as a major provider of
training services
TRANSDIGM
+7
Revenue: $1.70 billion
Profit: $700 million
Once again, this acquisitive company based in Cleveland is one of the fastest-growing
operations in the Top 100; well-balanced and very focused on proprietary aerospace
systems, Transdigm is also among the Top 100s most profitable companies
Revenue: $2.13 billion
Profit: $243 million
Electronic components and subsystems
for all aircraft types
Revenue: $2.09 billion
Profit: $540 million
The cabin and interior products maker
is also a large distributor of fasteners
and consumables; revenue fell 16.6%
in 2012
BBA AVIATION
TELEDYNE
B/E AEROSPACE
Revenue: $2.18 billion
Profit: $163 million
Flight support and aftermarket services
employing around 12,000 people at over
220 locations; London headquarters
+3
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Revenue: $2.10 billion
Profit: $290 million
Motion control systems as well as
valves, pumps and fluid handling

PARKER
HANNIFIN
+3
Try to find an aircraft that
doesnt fly with Transdigm
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So real, you dont need
to leave the ground
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SPECIAL REPORT
SAAB
-19
Revenue: $1.67 billion
Profit: $109 million
Civil, business and military maintenance
and upgrade, and assembly of the
Dornier 228 New Generation turboprop
Revenue: $1.62 billion
Profit: not available
Pittsburgh-based; specialty metals, cast-
ings, forgings and machined components
Revenue: $1.49 billion
Profit: $201 million
For Singapore Technologies, civil aircraft
maintenance, repair and overhaul is a
main business, through its ST Aero unit
RUAG
ATI
ST ENGINEERING
Revenue: $1.44 billion
Profit: $113 million
Satellites, systems and launchers
including the Pegasus rocket, air-
launched from modified L-1011 trijet
ORBITAL SCIENCES
-1
+1
Revenue: $1.39 billion
Profit: $114 million
A variation of KAIs F-16-based T-50 is
being offered by Lockheed Martin for the
USAFs T-X trainer competition
KOREA AEROSPACE
+2
IRKUT
new
Revenue: $1.53 billion
Profit: not available
Russias drive to bring accounting
standards in line with Western norms
has, finally, started to make its heavy
hitters available for the Top 100.
Irkuts bid to break the Airbus-Boeing
narrowbody market stranglehold is
building momentum; the MC-21 with
either Aviadvigatel PD-14 or Pratt
& Whitney PW1400G geared fan
powerplants has cut metal for 2014
assembly, 2015 flight and 2017 service.
Firm orders are approaching 200 aircraft,
including with launch customer Aeroflot
Sales momentum
makes MC-21 real
I
r
k
u
t
S
a
a
b
-1 -1
Revenue: $1.49 billion
Profit: not available
Revenue was down by 9.7%, but is set
to soar with Gripen fighter sales now
that Switzerland has committed to the
advanced E version. The single-engined
fighter may also get a look in in the
Netherlands, which is slashing its order
for the very expensive Lockheed Martin
F-35. And, Boeing is rumoured to have
teamed up with the Swedes to offer a
Gripen variant for the US Air Forces T-X
trainer competition, to replace its ageing
Northrop T-38s
Gripen is getting an
ever-firmer hold on the
fighter market
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SPECIAL REPORT
ENGINES
GE extended its lead over arch rivals Pratt &
Whitney (United Technologies) and Rolls-Royce.
But the battle between this big three over the
next few years will get interesting, as GE and R-R
reap the benefts of (fnally) steady Boeing 787
deliveries. Rolls-Royce, however, has sole
position on the A350, so when the Airbus big
twin starts rolling out in numbers in 2015, the
gap may close. P&W, too, looks set for a surge
from mid-decade, as its much-heralded
PurePower geared turbofan family takes to the
skies aboard the Bombardier CSeries and, later,
the Airbus A320neo and Embraers re-engined
E-Jets family, called E2. GE and CFM International
partner Safran is not being left behind, as it revs
up for the race with the CFM56-replacing Leap
powerplant an A320neo option, sole-power for
the Boeing 737 Max and a technical tour-de-
force. Data junkies will be mainlining on in-ser-
vice performance comparisons between Leap
and PurePower. Down in the supply chain, Volvo
Aero disappears from the Top 100 owing to its
acquisition in late 2012 by GKN, which reason-
ably claims to have landed a transformative deal
that puts it in a top tier of engine component
makers, alongside Avio and MTU.
ENGINES AND COMPONENTS SALES GROWTH 2005-2012
% revenue growth
SOURCE: PwC
-20
-10
0
10
20
30
40
50
2012 2011 2010 2009 2008 2007 2006 2005
General Electric SAFRAN
Honeywell
MTU
IHI
Avio
Volvo
ITP
United Technologies
Rolls-Royce
Pure Power, CSeries-style
MTU Munich: sprawling, like its reach
B
o
m
b
a
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d
ie
r

A
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o
s
p
a
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e
M
T
U
ENGINES AND COMPONENTS SALES GROWTH
2012 v 2011
1 GKN
*
39.9%
2 IHI 20.5%
3 Rolls-Royce 12.3%
4 Avio 10.6%
5 United Technologies 9.9%
6 MTU 9.8%
7 SAFRAN 9.2%
8 ITP 6.8%
9 General Electric 6.0%
10 Honeywell 4.9%
*
Acquired Volvo Aero. SOURCE: PwC
ENGINE AND COMPONENTS SALES 2012
$ million
1 General Electric 19,994
2 United Technologies 13,964
3 Rolls-Royce 13,673
4 SAFRAN 9,280
5 Honeywell 6,020
6 MTU 4,476
7 IHI 3,854
8 Avio 2,494
9 GKN 905.1
10 ITP 770
SOURCE: PwC
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SPECIAL REPORT
Revenue: $1.26 billion
Profit: $165 million
Norways leading defence supplier
produces electronic components and inte-
grates weapons, including with the F-35
Revenue: $1.18 billion
Profit: $189 million
Ultra provides a huge range of electronic
systems, including leading edge ice
protection for the Boeing 787
MOOG
KONGSBERG
ULTRA ELECTRONICS
CHEMRING
Revenue: $1.32 billion
Profit: $147 million
Electronics master is a motion control
specialist; say M-oh-g, and say 9.7%
growth, thank you very much
-4
+1
-2
HEXCEL
Revenue: $1.30 billion
Profit: not available
Hexcel is not a household name, but
its expertise in composite materials
including adhesives, fabrics, resins,
tooling and structures puts it smack in
the aerospace industry sweet spot, as
evidenced by its 2012 revenue growth
of 13.9%. High profile programmes flying
with Hexcel technology include Airbuss
in-development A350, which is built exclu-
sively with Hexcel carbonfibre composites
in its primary structures
+4
A
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D
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m
in
ic

P
e
r
r
y

F
lig
h
t
g
lo
b
a
l
Hexcel, quite literally,
holds it all together
Missile systems?
Talk to Kongsberg
Revenue: $1.14 billion
Profit: $136 million
UK-based countermeasures specialist
bought General Dynamics Detection
Systems in 2011
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TOP 100
SPECIAL REPORT
Revenue: $877 million
Profit: not available
Specialty chemicals company enters Top
100 with acquisition of carbonfibre mate-
rials maker Umeco
CYTEC
FOKKER TECHNOLOGIES
DIEHL AEROSYSTEMS
+5
Revenue: $1.02 billion
Profit: not available
Formerly part of the Stork Group, the legacy of the long-defunct aircraft maker lives on
through the lightweight, robust Glare composite panels that feature on the A380. Fokker
structures also feature on the G650 and F-35, while other divisions make landing gear,
electrical systems and service out-of-production aircraft including Fokker regional jets
Revenue: $1.01 billion
Profit: not available
First-tier avionics and cabin integration supplier, with civil and military customers and
programme presence with Panavia Tornado, Eurofighter and A400M. Lavatories busi-
ness recently marked 20 years of production in Hamburg, starting in 1993 as Airbus-
Sell joint venture DASSELL. Lighting and avionics business, Diehl Aerospace, is joint
venture 49% owned by Thales
FUJI HEAVY
WOODWARD
MDA
HEICO
Revenue: $1.02 billion
Profit: $78 million
Japan-US industrial ties keep the
maker of Subaru cars growing strongly
in aerospace up by 11.1% in 2012
Revenue: $896 million
Profit: $130 million
Fort Collins, Colorado-based Woodward
Governor makes civil and military fixed
wing actuation and flight control systems
Revenue: $880 million
Profit: $133 million
Communication systems integrator MDA
Communications dates to 1969; satel-
lite-based solutions a strong suit
Revenue: $897 million
Profit: $163 million
Five acquisitions by Florida-based parts
maker boosted revenue by 17.3%
+2
+2
new
new
+7
Revenue: $986 million
Profit: $85 million
Aerojet is GenCorps only operating unit;
bought Rocketdyne from Pratt & Whitney
in 2013
GENCORP
+1
C
P
L

B
r
a
d

H
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s
o
n

C
r
o
w
n

C
o
p
y
r
ig
h
t
S
h
a
h
r
a
m

S
h
a
r
if
Keep em flying
At 950 aircraft,
Tornado is Europes
largest military aircraft
co-operation programme
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SPECIAL REPORT
BALL
ITP
LATECOERE
AMPHENOL LISI
AERNNOVA
Revenue: $877 million
Profit: $85 million
Major player in spacecraft, from antenna
and attitude sensors to steering mirrors
Revenue: $770 million
Profit: not available
The Spanish engine components maker
enjoys positions on Rolls-Royces Trent
1000 and XWB, for 787 and A350
Revenue: $770 million
Profit: $36 million
A strong position on Airbus programmes,
including A350 and A380, as well as
Embraer regional jets helped French
aerostructures specialist to a healthy
financial performance in 2012
Revenue: $815 million
Profit: not available
Interconnect systems for harsh environ-
ments; Whitstable, UK headquarters
Revenue: $784 million
Profit: not available
Aggressive acquisition strategy puts
Paris fasteners maker at no. 2 for growth
+2
+4
+2
+15
+3
SENIOR
Revenue: $726 million
Profit: $105 million
Record results in 2012 saw aerospace
division revenue grow by 23%, with help
from machined parts maker Weston,
bought in 2011. UK-based Weston also
has facilities in Thailand and, critically
for Seniors Boeing-strong aerostructures
business, a strong Airbus footprint. Expect
further strong growth, though, as 787
production ramps up
+8
A
ir
b
u
s
B
o
e
in
g
Looks like a 20-year
cash flow generator
Revenue: $707 million
Profit: not available
Concept, design and manufacture of
aerostructures and composite and
metallic components; Vitoria, Spain
Sum of many parts
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SPECIAL REPORT
CIVIL
Sales growth of nearly two-thirds at Boeing
Commercial Airplanes drove a 21.7%
revenue surge among civil aircraft makers.
Signifcantly, all sub-sectors were positive.
Large commercial airliner revenue grew by
nearly 28% on record deliveries. In business
jets, overall sales performance was up 11.2%
a welcome outcome, but almost certainly
driven by large-cabin jets. The small-cabin
sector that looked so promising pre-crisis has
yet to recover witness the outright demise
of Hawker. Regional jets, meanwhile, returned
to positive growth, although not enough to
reverse the sectors 2011 decline.
BUSINESS AIRCRAFT REVENUE GROWTH 2005-2012
% revenue growth
SOURCE: PwC
-50%
-40%
-30%
-20%
-10%
0%
10%
20%
30%
40%
50%
2012 2011 2010 2009 2008 2007 2006 2005
Dassault Gulfstream Cessna Hawker
LARGE COMMERCIAL AIRCRAFT
REVENUE GROWTH 2005-2012
% revenue growth
SOURCE: PwC
-20%
-10%
0%
10%
20%
30%
40%
2012 2011 2010 2009 2008 2007 2006 2005
Boeing Airbus
REGIONAL AIRCRAFT REVENUE
GROWTH 2005-2012
% revenue growth
SOURCE: PwC
-40%
-30%
-20%
-10%
0%
10%
20%
30%
40%
50%
2012 2011 2010 2009 2008 2007 2006 2005
Bombardier Embraer ATR
Cessna has regained
sales altitude after
a big blip during the
financial crisis
C
e
s
s
n
a
B
illy
p
ix
Beechcraft lives on; sister Hawker didnt
COMMERCIAL AIRCRAFT REVENUE GROWTH
$ million
1 Boeing 35.8%
2 Airbus Commercial (excl ATR) 18.6%
3 Gulfstream 15.2%
4 ATR 10.8%
5 Dassault Aviation 10.3%
6 Cessna 4.0%
7 Embraer 3.6%
8 Bombardier 0.4%
9 Hawker Beechcraft
NOTES:
*
part of General Dynamics;
**
Falcon division;
***
ATR is
an EADS-Finmeccanica JV sales fgures from January 2013
press release;
****
no fgures publicly released. Source: PwC
COMMERCIAL AEROSPACE REVENUE 2012
$ million
1 Boeing 49,127
2 Airbus Commercial (excl ATR) 36,943
3 Bombardier 8,628
4 Gulfstream* 6,912
5 Embraer 5,047
6 Dassault Aviation
**
3,705
7 Cessna 3,111
8 ATR
***
1,440
9 Hawker Beechcraft
****

NOTES:
*
part of General Dynamics;
**
Falcon division;
***
ATR is
an EADS-Finmeccanica JV sales fgures from January 2013
press release;
****
no fgures publicly released. Source: PwC
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SPECIAL REPORT
FIRTH RIXSON
AEROFLEX
CURTISS-WRIGHT
Revenue: $690 million
Profit: not available
Seamless rolled rings, forgings and
specialty metals for engines and other
extreme applications
Revenue: $673 million
Loss: $21 million
Losses have continued for three years
running at this microelectronics maker
based in Plainview, New York
+2
-4
+1
CRANE
+1
Revenue: $701 million
Profit: $156 million
Components and electronic systems, particularly for engines and landing gear. Recent
success includes a contract to fit its anti-skid brake system to Dutch air force Lockheed
Martin C-130s
L
o
c
k
h
e
e
d

M
a
r
t
in
B
illy
p
ix
When Sukhoi let rip at Paris, the show stopped and ears rang
Revenue: $671 million
Profit: not available
Motion and flow control, metal treat-
ment; Parsippany, New Jersey
Helping it hold a line
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TOP 100
SPECIAL REPORT
PILATUS
-11
Revenue: $568 million
Profit: $36 million
Sales can be lumpy for aircraft makers, and Stans saw inflow slump 24% last year. But
Pilatus made a splash at the Paris air show with its first jet, and is also expected to
team up with Lockheed Martin to bid for Australias military pilot training system
JAMCO
KAMAN SKF ASCO
Revenue: $586 million
Profit: $33 million
Japanese supplier of interiors engi-
neering and modification services, as
well as metal components
Revenue: $581 million
Profit: $89 million
Aerostructures and composites work
supplements unmanned K-Max project
Revenue: $537 million
Profit: not available
Bearings, seals, struts and elastomers
maker is on a roll; sales up by 17%
Revenue: $384 million
Profit: $23 million
Sales growth in 2012 was 19.7% for
Belgian maker of high-lift structures
+2
+2
+4
+2
Revenue: $613 million
Profit: not available
Madrid-based maker of air transport,
surveillance and avionics systems slides
down the table with 9.4% sales dip
INDRA
-12
FLIR SYSTEMS
Revenue: $486 million
Profit: $160 million
The Portland, Oregon-based optical
systems maker endured a 15.8% slump
in revenue after losing 14% in 2011, but
held its operating margin at an impressive
33%, down just 3 points. US government
sales figure significantly, so volatility is
going to be a fact of life for FLIR
MAGELLAN
Revenue: $640 million
Profit: $69 million
Aero and rocket engine and structural
components; based in Ontario, Canada
+1
P
ila
t
u
s
F
L
I
R

S
y
s
t
e
m
s
The PC-21 is Qatars
training choice
-3
Heres looking at you
through some seriously
impressive lenses
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SPECIAL REPORT
ELETTRONICA
Revenue: $358 million
Profit: not available
The Rome-headquartered electronics
specialist supplies avionics and radar
warning equipment
new
DENEL
Revenue: $326 million
Profit: $2 million
Profits were slim but preferable to the
$58 million dropped in 2011
DONCASTERS
Revenue: $317 million
Profit: not available
Forged, machined and superalloy compo-
nents and assemblies; headquartered in
Staffordshire, UK
+3
DUCOMMUN
Revenue: $310 million
Profit: $29 million
The Los Angeles components maker grew
by 5.9% last year as its acquisition of
electronics maker LaBarge kicked in
+3
GARMIN
Revenue: $292 million
Profit: $73 million
Avionics systems with a leading posi-
tion in synthetic vision and touchscreen
controllers; grew a modest 2.4% in 2012
-7
SONACA
+5
MARSHALL AEROSPACE
Revenue: $355 million
Profit: $20 million
The Cambridge-headquartered group is one of the UKs longest-standing maintenance
and services suppliers. Support, including upgrades, for the Royal Air Forces C-130
Hercules fleet goes back to its inception in 1967
Revenue: $370 million
Profit: $21 million
The Belgian maker of aerostructures
and subsystems has products on every
Airbus model. Its annual supplier awards,
the airframer just gonged Sonaca best
performer for the second year running,
reflecting continuous improvement efforts at
its Gosselies plant
-1
A
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M
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s
h
a
ll
A
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p
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c
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Airbus is Sonacas
traditional customer
Marshall has serviced RAF
Hercules aircraft since 1967
ITT
Revenue: $312 million
Profit: not available
The rump of the conglomerate broken
up in 2011 (see Exelis at no. 38) makes
fluid controls and mechanical actuators
-5
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TOP 100
SPECIAL REPORT
MARTIN BAKER
CIRCOR
HEROUX DEVTEK
Revenue: $275 million
Profit: $65 million
Ejection seat maker supplies the F-35;
growth in 2012 was a nominal 0.6%
Revenue: $141 million
Loss: $2 million
Valves, motors, actators and landing-
gear products, including for the Boeing
CH-47 Chinook; Corona, California
Revenue: $249 million
Profit: not available
Quebec-headquartered landing gear
specialist operating from eight facilities
in North America
-4
-3
-2
ACITURRI
new
Revenue: $192 million
Profit: $16 million
Strong revenue growth of 31.8% propelled the Spanish aerostructures maker into the
Top 100; recent highlights include seeing the Airbus A350 fly Aciturri supplies the
vertical tailplane, including composite and metallic structural elements and electrical
and hydraulic systems, except the rudder
Revenue: $203 million
Profit: $13 million
Electronic warfare and alternate mission
equipment, including a multi-mission pod
for the F-35; based in Denmark
TERMA
-2
That bit sticking up
at the back comes
from Aciturri
Dassault Rafale
F
r
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A
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A
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SPECIAL REPORT
DEFENCE
Sales growth fgures didnt make especially hap-
py reading in 2012, and all indications suggest
more of the same or worse in 2013. The obvi-
ous culprit is so-called sequestration in the US
and the generally grim state of European econo-
mies. Some frms are reporting good results
especially down the supply chain, where makers
of spare parts and equipment for electronic up-
grades are holding up as militaries look to extend
the lives of existing equipment. Growth-wise, two
exceptions stand out: United Technologies, which
got a boost from its acquisition of Goodrich, and
Dassault, which took a big French air force order
for Rafale fghters. Both were one-offs though
Dassault could repeat or even exceed its 2012
growth performance if France and India ever
reach fnal agreement on New Delhis order for
120 Rafales.
DEFENCE AEROSPACE SALES GROWTH 2005-2012
% revenue growth
SOURCE: xxxxxx
-100
-80
-60
-40
-20
0
20
40
60
2012 2011 2010 2009 2008 2007 2006 2005
Lockheed Martin BAE SYSTEMS
Raytheon
Finmeccanica
EADS
Thales
United Technologies
L-3
Honeywell
Textron
Israel Aircraft Industries (IAI)
Dassault Aviation Boeing
Northrop Grumman
S
t
a
f
f

S
g
t
.

A
n
d
y

M
.

K
in
-U
S
A
F
A
le
n
ia

A
e
r
m
a
c
c
h
i
F/A-18 still cuts a dash M-346: Alenia colours
DEFENCE AEROSPACE SALES 2012
$ million
1 Lockheed Martin 38,835
2 Northrop Grumman 28,143
3 Boeing 27,716
4 Raytheon

17,862
5 EADS

16,358
6 Finmeccanica 13,226
7 United Technologies 12,100
8 L-3 10,585
9 Thales 9,922
10 BAE SYSTEMS 8,733
11 Honeywell 5,418
12 Textron 4,288
13 Israel Aircraft Industries 3,400
14 Dassault Aviation 1,515
SOURCE: PwC
DEFENCE AEROSPACE REVENUE GROWTH
2011 v 2012
1 United Technologies 24.8%
2 Dassault Aviation 22.5%
3 Northrop Grumman 6.6%
4 Honeywell 4.9%
5 Israel Aircraft Industries 3.0%
6 Textron 2.8%
7 Boeing 2.0%
8 L-3 1.8%
9 Lockheed Martin 1.3%
10 BAE SYSTEMS -3.1%
11 Raytheon -3.4%
12 Finmeccanica -4.2%
13 EADS -4.3%
14 Thales -5.0%
SOURCE: PwC
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SPECIAL REPORT
DATA SOURCE
The Flight International Top 100 was
compiled by aerospace experts at
PricewaterhouseCoopers LLP (PwC).
The information used in preparing this
report has been obtained solely from
company Annual Reports, public flings
and other publicly available information.
PwC has not sought to establish the
reliability of this information and has not
verifed such information. Accordingly,
no representation or warranty (whether
express or implied) is given by PwC as
to the accuracy of this information.
COMPANY/DIVISIONS
The top line of the fnancial fgures refers
to consolidated results for the overall
group. The divisional fgures are for
those businesses that are fully or largely
concerned with aerospace. Groups have
been ranked by their aerospace sales in
2012, calculated from those divisions
that operate primarily in the industry.
Sectors involved with aircraft, aeroen-
gines, avionics, missiles, space and
aerostructures are largely straightfor-
ward, but telecommunications, network-
centric and C4I systems and some
overhaul operations are included only
where these are largely concerned with
aerospace activities. Satellite services
have been excluded wherever possible,
as have companies and divisions that
derive more than 50% of their revenues
from services such as leasing. Where
acquisitions were made within the ac-
counting period, pro-forma accounts
have been used for the 12-month con-
solidated performance. Joint ventures
have been included in the fnancials.
Inter-segment sales have been excluded
from operating results and profts for
divisions where possible. When not
possible, each divisional result has been
presented inclusive of inter-division
sales, resulting in aerospace revenues
greater than group sales.
EXCHANGE RATES
An average exchange rate for the period
1 January 2012 to 31 December 2012
has been used for all non-US compa-
nies, regardless of fscal year defnitions.
The percentage changes in fnancial
fgures are given in local currency terms
to avoid unnecessary distortions
COUNTRY
All companies have been listed by
country of headquarters or
incorporation, independent of
production or operating territories.
OPERATING RESULTS
Generally taken as the proft (or loss)
before interest, tax and exceptional
items and after deduction of deprecia-
tion. The measure gives a generally
accepted guide to a businesss
operational performance. Discontinued
or discontinuing operations are
included where they fall in fscal year
2012 for that business.
ROCE
Return on Capital Employed (ROCE) is
calculated as earnings before interest
expense, taxes, unusual items and
minority interests divided by year-end
total assets less year-end non-interest
bearing current liabilities.
Company
2012
Company ranking Company
2012
Company ranking
Exelis 38
Finmeccanica 8
Firth Rixson 77
FLIR Systems 86
Fokker Technologies 61
Fuji Heavy Industries 62
Garmin 95
GenCorp 64
General Dynamics 4
General Electric 9
GKN 40
Harris 26
Heico 65
Heroux Devtek 97
Hexcel 57
Hindustan Aeronautics 33
Honeywell 12
Indra 81
Irkut (new) 51
Ishikawajima-Harima 27
Israel Aircraft Industries 30
ITP 72
ITT 93
JAMCO 82
Kaman 83
Kawasaki Heavy Industries 35
Kongsberg 58
Korea Aerospace Industries 55
L-3 Communications 13
Latecoere 73
LISI 71
Lockheed Martin 3
Magellan Aerospace 80
Marshall Aerospace 90
TOP 100 BY COMPANY NAME
Company
2012
Aciturri (new) 99
Aernnova 75
Aeroex 78
Alcoa 28
Alliant Techsystems 31
Amphenol 70
Asco 87
ATI 50
AVIC (new) 37
Avio 32
B/E Aerospace 44
BAE SYSTEMS 15
Ball 69
BBA Group 41
Boeing 1
Bombardier 16
CAE 45
Chemring 60
Circor 100
Cobham 36
Crane 76
Curtiss-Wright 79
Cytec (new) 68
Dassault Aviation 22
Denel 91
Diehl Aerosystems 63
Doncasters 92
Ducommun 94
EADS 2
Eaton 47
Elbit Systems 34
Elettronica (new) 89
Embraer 17
Esterline 46
Company ranking
TOP 100 BY COMPANY NAME
Martin Baker 96
MDA Communications (new) 67
Meggitt 39
Mitsubishi Heavy Industries 19
Moog 56
MTU Aero Engines 25
Northrop Grumman 6
Orbital Sciences 54
Parker Hannin 43
Pilatus 84
Precision Castparts 20
Raytheon 7
Rockwell Collins 23
Rolls-Royce 11
RUAG 49
SAAB 52
SAFRAN 10
Senior 74
Singapore Technologies Engineering 53
SKF 85
Sonaca 88
Spirit AeroSystems 21
Teledyne Technologies 42
Terma 98
Textron 14
Thales 18
Transdigm 48
Triumph Group 29
Ultra Electronics 59
United Technologies 5
Woodward Governor 66
Zodiac 24
SOURCE: PwC
24-30 September 2013
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Flight International
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61 fightglobal.com
TOP 100
SPECIAL REPORT
COMPETITION FOR skills has never
been more ferce. Forecasts sug-
gest the UK science, engineering
and technology sectors will need
more than 800,000 professionals
between now and 2020, far out-
stripping graduate supply; last year,
only one university applicant in six
was accepted onto aerospace engi-
neering courses. Successfully at-
tracting and managing talented
people is a challenge but there
are steps companies can take.
Make sure you understand your
unique selling point: businesses
that clearly articulate what makes
them different and the value they
offer employees are more likely to
recruit and retain the best people.
Retention rate should be tracked. If
people are leaving, ask them why.
Provide the right employment
package: in a competitive market,
raising salaries may not be enough.
Businesses should consider whole
compensation packages including
innovative bonus structures and
other benefts. Opportunities to
travel, fexible working and address-
ing the changing aspirations of dif-
ferent demographic groups will
carry weight.
Develop a strategy to retain your
best employees: businesses need
to understand their existing skills
base. What capabilities do you
have and what will you need to help
your business grow? Is your busi-
ness changing or does it need to
change? Do you have the right train-
ing schemes and succession strat-
egy in place to prepare for
experienced workers leaving the
organisation and taking their knowl-
edge and skills with them?
Encourage fexibility and mobility:
once a business has clear visibility
of its talent map and resource
needs, it may be able to redeploy or
relocate people. However, cross-
border working can be complex to
administer. Have you considered
alternatives to long-term redeploy-
ment such as short secondments
or remote working? Do you have a
clear strategy for managing leavers
and returners?
Make globalisation work for you:
operating in a global industry
means competition for talent can
come from anywhere. Are you ac-
cessing the global talent pool or
fostering links with foreign universi-
ties and technical colleges? Some
of our clients are recruiting directly
from overseas and others are send-
ing apprentices into nearby schools
and colleges to develop local inter-
est in their organisation and sector.
Continuously develop your peo-
ple: developing people takes time
but is an essential investment. Can
you implement programmes to ac-
celerate talent development and
minimise the less-productive early
career period, when practical skills
are being built?
Champion engineering: industry
bodies and individual businesses
can and should to engage with gov-
ernment, educators and the wider
population to help shift lingering
misconceptions about the industry
and the engineering profession.
Education and training: it isnt all
about graduates. What relation-
ships do you have with local
schools and colleges? Are you well
known as a great employer?
Opportunities could lie in building
these relationships now.
Implementing just one of these
ideas wont make a difference.
Each business needs to develop a
system that incorporates a mix of
different strategies to appeal to a
broad range of people. This means
thinking harder and differently
about how you invest in and look
after your people. Organisations
that manage this will attract and
retain the best talent and, with it,
their competitive edge.
PwC has extensive experience
across the aerospace, defence and
security industry and in the wider
industrial products sector. We help
organisations in a variety of ways,
from designing effective compensa-
tion packages through to bench-
marking their organisation and
building effective talent manage-
ment strategies.
For more information email UK
Aerospace and Defence leader
Dean Gilmore at dean.gilmore@
uk.pwc.com
TALENT MANAGEMENT PWC DEAN GILMORE & HELEN ORTON
CREATING AN ENVIRONMENT WHERE EMPLOYEES CAN THRIVE
In a global industry
competition for
talent can come from
anywhere
Read more on aerospace in-
dustry strategy at
ightglobal.com/PwCa&d
A
ir
b
u
s
Do you have a succession strategy in place for when they leave?
You can now read Flight International
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Theres something NEW
about Flight International
(Overseas) +44 1444 445454 (UK) 0845 077 7733
[email protected]
24-30 September 2013
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63 fightglobal.com
MRO
SPECIAL REPORT
24-30 September 2013
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63
Increasing competition from overseas means Europes
maintenance providers are having to look beyond their
traditional specialisms. Ahead of MRO Europe, we look
at some of the key issues and challenges facing the
regions aftermarket support sector
FIXING
STRATEGIES
CONTENTS
64 To serve others BA diversifes
66 Crowning success Service centre
67 Expanding empire Strategy
68 All Systems go for BAE New types
69 Juggling capacity GE needs its
space
70 Human factors Maintaining safety
fightglobal.com 64
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MRO
SPECIAL REPORT
BRITISH AIRWAYS
To serve
others
After years of mainly supporting
its parent eet, BA Engineering is
reaching out again for a piece of
the MRO market
MICHAEL GUBISCH LONDON
B
ritish Airways is following a twofold
maintenance strategy whereby airframe
checks are traditionally conducted at its in-
house facilities in the UK with limited
third-party involvement either as a customer
or service supplier while the airlines engi-
neering arm is targeting a bigger role on the
international aftermarket for line and compo-
nent support.
BA Engineering has always offered its serv-
ices to other carriers. This continued albeit
on a smaller scale when the parent decided
to focus on airline operations and cut back its
maintenance, repair and overhaul (MRO) ac-
tivities, with the sale of facilities such as the
engine and landing gear shops in the 1990s.
However, when BA merged with Iberia in
2011 the Spanish carrier had already been a
prominent third-party MRO player BA Engi-
neering started to market its capabilities again
more actively.
While other European operators have shift-
ed airframe heavy maintenance to the fringes
of the continent or further aeld, BA Engi-
neering has continued undertaking even la-
bour-intensive checks in the UK. The parents
Boeing 747s and 777s are serviced at the base
maintenance facility in Cardiff, while its Air-
bus A320 eet is supported at the narrowbody
centre in Glasgow. BAs 18 legacy Boeing 737-
400s have been contracted out to external
MRO providers.
The Heathrow facility is utilised for maxi-
mum exibility to accommodate light, but
frequent, checks and unscheduled events at
the airlines main base. Heavy maintenance is
only conducted for eets that are either re-
ducing in size, such as the Boeing 767, or new
aircraft types such as the Boeing 787 and Air-
bus A380.
The UK-centric setup will remain in place
as part of BAs long-term strategic plan, says
Andy Kerswill, engineering director. The air-
line is benchmarking its MRO sites against al-
ternative locations with lower labour costs.
However, Kerswill says that any cost differen-
tials are relatively insignicant when con-
sidering the market-leading aircraft down-
times, quality and reliability of BAs facilities.
BA Engineering is targeting commercial
benets through the partnership with Iberia
Maintenance. The company siblings are co-
ordinating and jointly marketing their respec-
tive capabilities to external clients. Inventory
and line maintenance stations have also been
shared. However, pooling heavy airframe
work such as a potential A320 check line for
both the BA and Iberia eets appears not to
be on the agenda for now. Kerswill does not
rule out closer co-operation in future, but he
insists that the two MRO providers remain
separate, independently acting entities that
focus on their respective customers. At this
point, we have not got any more [planned]
than what we committed to with that [initial
International Airlines Group] relationship.
Lean manufacturing initiatives have been
implemented in BA Engineerings facilities,
and the company engaged industrial consult-
ants from carmaker Porsche in 2012 for fur-
ther efciency gains. However, these initia-
tives are done only to optimise the existing
The company
plans to grow
its component
repair activities
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65 fightglobal.com
MRO
SPECIAL REPORT
sites for the parent eet support. Signicant
third-party airframe business is not expected.
Component repair is an area, however,
where BA Engineering intends to grow its ca-
pabilities and third-party activities. The com-
pany has a composite workshop on its Heath-
row campus and mechanical equipment
repair facility in nearby Hayes. In the Cardiff
area, it operates an interiors equipment work-
shop and repair shop for avionics and in-ight
entertainment systems.
COMPONENT STRENGTH
Supporting 787 components will become a
central product line. BA Engineering has thus
formed a partnership with UK spare parts spe-
cialist AJ Walter Aviation and recruited Az-
erbaijan Airlines as a rst customer. AJW is to
supply spares through its distribution net-
work, while BA Engineering will repair the
equipment in its workshops. The mainte-
nance provider wants to develop the neces-
sary technical know-how for its parents 787s,
with the global Dreamliner eet offering lucra-
tive third-party MRO business.
Despite the original equipment manufac-
turers growing aftermarket involvement and
technological progress to more software-con-
trolled components where access to the their
increasingly guarded technical documenta-
tion is crucial BA Engineering is condent
that it can still establish repair capabilities for
787 components.
Certainly for aircraft like the 787, we fully
intend to be in that [component MRO] market
for the life of those products, says Kerswill.
He adds that the parent airlines operational
experience should not only give BA Engineer-
ing a competitive edge for new-generation
equipment where competition with OEMs
is particularly erce but also when the re-
spective aircraft types mature later on.
The large 787 order backlog is the main rea-
son for that third-party MRO strategy. How-
ever, BA Engineering is following a different

approach for the A380 aircraft. This is because
of the limited number of operators and po-
tential MRO customers for the double-deck
aircraft. The maintenance provider is servic-
ing certain components that require regular
checks, such as safety equipment. However,
line replaceable units are covered by a 15-year
contract with Airbuss Flight Hour Services
aftermarket support programme.
Kerswill says the OEM arrangement works
really well at the moment and that any ca-
pability expansion would depend on the
A380s future market development. In other
words, the existing eet and order numbers
for the type do not offer sufcient economy of
scale to build up more repair capabilities in-
house. This is why established MRO provid-
ers Air France Industries KLM Engineering &
Maintenance and Lufthansa Technik have
pooled their A380 component repair capabili-
ties and inventory together in the Spairliners
support joint venture.
LINE IMPORTANCE
BA Engineering has teamed up with Boeing in
the manufacturers GoldCare MRO scheme.
The airframers current accreditation covers
only line maintenance, says Kerswill. It ap-
pears that Boeing was especially keen for BA
to get on board with its operational experience
and large international line station network.
GoldCare has some real strengths. But one of
the challenges is to convince the airlines that
the line maintenance area has the [required]
robustness to deliver [that service], he says.
We can give that some assurance.
Many carriers that have outsourced heavy
checks still conduct line maintenance in-
house, because it is closely intertwined with
airline operations and provides closer control.
It is, therefore, important for a manufacturers
programme such as GoldCare to demonstrate
sufcient operational experience.
Maintenance IT is an additional area where
BA Engineering wants to create third-party
revenue. The division developed a software
package, dubbed Swift MRO, which feeds
real-time technical data transmissions from
aircraft into BAs existing IT infrastructure.
The system also delivers line maintenance in-
formation such as job tasks, technical docu-
mentation and inventory order functions di-
rectly to the technician on the ramp via
smartphones or tablet computers.
BA Engineering wants to roll out the sys-
tem across its Heathrow and Gatwick hubs by
year-end, and potentially expand it to large
overseas hubs such as Paris or New York. The
company has also teamed up with Indian IT
developer Tata Consultancy Services to mar-
ket the software package to other airlines.
Keep up to date with the latest news from
the global maintenance, repair and overhaul
sector, visit ightglobal.com/mro
British Airways
experience is a
selling point for its
engineering arm
B
A

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in
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r
in
g
BA Engineering performs its work in the UK
B
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B
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fightglobal.com 66
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24-30 September 2013
line maintenance network with a number of
stations across the UK.
Managing director Paul Chn says that the
capability expansion to the A320 was
prompted by both the decrease in the legacy
regional eet and growing customer demand
to service the narrowbody. Base maintenance
will not pose a difculty, because structural
damage on A320s is not inherently different
to that on 737s. Developing the relevant skills
and quick response times in line maintenance
where potential delays have an immediate
impact on an airlines operations will be a
greater challenge, he says.
The MRO provider thus needs to draw on
the parent groups experience with the A320.
Maintaining Embraer 170/190s as a future ac-
tivity is not under consideration, says Chn,
because the Brazilian types are being serviced
by KLM subsidiary Martinair at its Regional
Jet Centre in Schiphol.
The move toward the A320 was also a re-
sult of a wider Airbus support shift within Air
France Industries KLM Engineering & Mainte-
nances network due to the parent groups
Transform cost-cutting programme. Air
France has relocated A320 heavy checks from
its Toulouse base to Aerotechnic Industries,
an airframe maintenance joint venture with
Royal Air Maroc in Casablanca. AFI KLM
E&M, therefore, wanted to establish another
European facility to support the narrowbody
MRO
SPECIAL REPORT
maintenance department for Norwich-based
Air Anglia when the airline was formed from
three operators in 1970. Air Anglia had a eet
of Fokker F27s and F28s, before it was merged
with three other carriers in 1980 to become
Air UK.
As the Dutch manufacturer developed the
two types into the respective Fokker 50 and
100 series, Air UK updated its technical capa-
bilities accordingly and also started BAe 146/
Avro RJ support.
KLM which had already been an opera-
tional partner of Air Anglia gradually in-
creased its shareholding in Air UK, and the lat-
ter became a wholly owned subsidiary in 1997,
subsequently changing its name to KLM UK.
Today, the East Anglian MRO facility is Air
France-KLMs centre for Fokker and BAE Sys-
tems aircraft support. KLMs Cityhopper
branch sends its Fokker 70s across the North
Sea for base maintenance, while Air Frances
Irish regional subsidiary CityJet has contract-
ed its Fokker 50s and Avro RJ85s to be serv-
iced in Norfolk. Air France, however, is trying
to sell the Dublin-based carrier.
GENERATING BUSINESS
KLM UK Engineering turned over about 27
million ($42 million) last year, and around
two-thirds of its business is generated by the
parent group, with the remainder coming
from third-party customers. It also operates a
KLM
Crowning
success
Having supported Boeing 737s for
years, KLM UK Engineering has
now found a new role as a service
centre for single-aisle aircraft
MICHAEL GUBISCH NORWICH
R
egional aircraft support specialist KLM
UK Engineering is shifting its focus to
narrowbodies as it strengthens its position
within Air France-KLMs maintenance, repair
and overhaul network.
The Norwich-based MRO provider has
been supporting Boeing 737s for a number of
years, and serves as an overow facility for
KLMs 737 C-check line in Amsterdam. How-
ever, corresponding technical capabilities for
the Airbus A320 family are only being estab-
lished now, with the UK companys mainstay
around Fokker and BAE Systems regional air-
craft is diminishing, as the legacy types gradu-
ally migrate from Europe to other regions.
Fokker aircraft have traditionally been at
the centre of KLM UK Engineerings capabili-
ties. The facility was set up as an in-house
M
o
n
t
y

R
a
k
u
s
e
n
The shift in Air France-KLMs fleet away from Fokker and BAE Systems aircraft has led KLM UK Engineering to expand its capabilities
24-30 September 2013
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67 fightglobal.com
MRO
SPECIAL REPORT
single aircraft bay. The two old hangars are
partially rented to aircraft painting company
Air Livery.
The UK aircraft renisher majority-
owned by Indian MRO provider Air Works
Engineering plans to construct a purpose-
made facility on the northern side of Norwich
airport, as the outdated existing buildings
cannot be adequately heated for painting
without huge energy losses. However, the
construction of that new facility could take
several years, says Chn, as it conicts with
public road plans in the same area.
Chn does not expect KLM UK Engineer-
ing to build new hangars in the foreseeable
future. Any business growth will have to be
accommodated in the existing site through
greater efciency.
The MRO provider wants to build an en-
gine test pen, however. Post-maintenance
ground run-up tests are currently being con-
ducted on the apron. In future, however, this
needs to be done in an appropriate facility be-
cause of noise regulations.
In 2012, AFI KLM E&M threatened to aban-
don Norwich if the facility could not be pro-
vided, but Chn says that the planning ap-
proval process is going ahead now.
Construction of the test pen is expected to
start by year-end, he adds.
Aircraft dismantling could become an ad-
ditional business area in future. KLM UK En-
gineering has stored aircraft in the past, as
Norwich is a dry location by UK standards.
Britains predominantly westerly winds direct
moist air from the Atlantic across the island
nation. Much of that humidity has usually
precipitated when the air masses reach the
east coast.
Storage could be taken a step further, while
Spalding adds that the MRO provider is eval-
uating the parting-out of aircraft as a potential
revenue stream.
for potential customers in the northern part of
the continent.
The Norwich site offers lower labour costs
than KLM E&Ms main facility in Amsterdam,
which would suggest that the Dutch airline
will also move more 737 base maintenance to
the UK not unlike Air Frances A320 support
transfer to Morocco. Chn insists, however,
that KLM UK Engineering continues to serve
only as an overow facility for KLMs 737
MRO operations. This is partly because of the
fact that airframe heavy maintenance tasks on
current- generation 737s are being phased into
lighter, more frequent C-checks, which are
well established at KLMs operational base.
EFFICIENCY PUSH
Nevertheless, Chn wants to make KLM UK
Engineering more efcient. After he joined
the MRO provider in January 2012 from AFI
KLM E&Ms auxiliary power unit and pneu-
matic equipment repair shop Epcor in
Schiphol, he started a number of lean manu-
facturing initiatives to slash costs and im-
prove turnaround time.
One of KLM UK Engineerings two main
hangars each of which can accommodate
two aircraft has been refurbished to improve
lighting. They are also equipped with large
TV screens to monitor work progress and
highlight potential hold-ups. A sheet-metal
shop has also been updated, while turna-
round time for aircraft checks improved by
10% in the rst development phase, says sales
director David Spalding.
The MRO provider operates out of four
hangars at Norwich, with a permanent staff
level of about 375 employees. Additional con-
tractor staff are being recruited when neces-
sary. Two modern hangars are used for heavy
checks, while two old facilities from Nor-
wichs air-force days from the 1940s until
1960s are used for workshops, as well as a

M
onarch Aircraft Engineering (MAEL) is
set to open a greeneld hangar in Bir-
mingham in November as part of a ve-year
plan to grow the companys business by 50%.
The Luton-based maintenance, repair and
overhaul provider is nearing completion of
the 10,200m
2
(110,000ft
2
) hangar at the West
Midlands airport, which can accommodate
two Boeing 777s or up to 10 narrowbodies. It
will be the companys third base maintenance
facility after its headquarters and a site in
Manchester and is due to open with an ini-
tial 150-strong workforce in November 2013.
Three or four maintenance lines will be es-
tablished with new and existing clients from
the start, says managing director Mick Adams.
UK regional operator Flybe will become a
central customer with dedicated production
lines for its Embraer 175, 195 and Bombardier
Dash 8 Q400 eet all of which are new types
for MAEL.
However, the new facility is not just aimed
at expanding capacity. It also aims to improve
workow at MAELs existing sites. The addi-
tional capacity will enable the MRO provider
to put far more intelligence behind plan-
ning and raise productivity, says Adams.
Over recent years, MAEL has had to endure
inefciencies because of the mix of aircraft
types and operators having different check re-
quirements, Adams says: That can be very
problematic, particularly when you hit prob-
lems on a particular check that might impact
[the schedule for] another client.
The new facility should enable the company
to dedicate hangar slots to certain checks. This
will permit, for example, the employment of
docking systems instead of cumbersome mo-
bile platforms. Meanwhile, the MRO company
has started a number of lean manufacturing in-
itiatives to raise productivity. This includes a
no fetch philosophy, whereby all tooling and
material is delivered to the aircraft so that the
engineers do not need to lead their workplaces.
However, with the additional capacity and
increasing efciency, business volume never-
theless needs to grow to avoid idle resources.
MAEL plans to increase its 2012 turnover of
around 82 million ($129 million) by at least
50% by 2017, says Adams. Third-party main-
MONARCH
Expanding
empire
The maintenance arm of Monarch
Airlines is in the throes of raising
its prole through a diverse and
ambitious expansion strategy
MICHAEL GUBISCH LONDON
M
o
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t
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R
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Turnaround time for aircraft checks has improved by 10% as part of an efficiency drive
fightglobal.com 68
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MRO
SPECIAL REPORT
DIVERSIFICATION
All Systems
go for BAE
UK company is looking at how
best to reach beyond its legacy
eet in order to sustain its 60
million support business
The expansion of parent carrier Monarch Airlines will boost business for the airlines engineering arm, based in Birmingham, UK
MAEL has plans to increase efficiency
MICHAEL GUBISCH LONDON
B
AE Systems Regional Aircraft the after-
market support division for the UK man-
ufacturers out-of-production passenger types
is planning to expand its services to other
airframers models, as airlines gradually retire
the ageing eet.
The Prestwick-based outt is the type cer-
ticate holder for BAE Systems Jetstream, 748
and ATP turboprops, as well as the 146/Avro
regional jet series.
That eet comprises about 500 aircraft with
160 operators in 80 countries, for which the
division will provide continued airworthiness
and other technical support activities such
as the development of life extension and mod-
ication programmes until all active aircraft
have been retired.
However, the company also offers opera-
tors component support agreements through
a network of external repair shops and spare
part suppliers.
Approximately 350 staff members are em-
ployed at the headquarters-cum-engineering
centre near Glasgow, and a spares warehouse
Web note. Web address is a character style.
The text box is set up to align on baseline.
Needs to be 3 lines of text. ightglobal.com
tenance which currently generates about
one-third of custom is to grow to half of the
business, in spite of the planned eet expan-
sion of parent carrier Monarch Airlines.
787 MAINTENANCE
Supporting Boeing 787s forms a central part in
MAELs growth strategy. The MRO company
effectively became Boeings rst European ser-
vice provider for the airframers GoldCare after-
market support programme and gained UK
leisure operator Thomson Airways as an initial
787 customer via the manufacturers scheme.
Boeing had originally selected SR Technics
as its rst GoldCare partner on the continent.
However, this did not materialise when the
manufacturer decided to exclude line mainte-
nance from the deal.
MAEL has been smart in using its newly
acquired 787 technical skills to also make in-
dependent support bids as a competitor to
GoldCare. Polish ag carrier LOT thus be-
came an MAEL client for entry-into-service
and airframe support for its Dreamliner eet.
That deal includes MAELs assistance in es-
tablishing technical capabilities for the type at
the airlines sister MRO operation, LOT Air-
craft Maintenance Services, in Warsaw.
The GoldCare partnership has also reo-
pened doors to Boeing 737 operators. MAEL
had serviced the ubiquitous narrowbody in
the past, but stopped supporting the type for
several years.
As the current 737 generation is covered
by GoldCare, MAEL returned to the respec-
tive aftermarket when it joined the manufac-
turer scheme. The 737 will generate further
business alongside additional types, such as
regional jets and turboprops, says Adams.
Technical training and engineering services
are additional growth areas. MAEL has invest-
ed around 2.5 million to revamp its in-house
academy in order to double its apprentice in-
take to 25 junior mechanics a year and ex-
pand third-party training activities. The com-
pany is also evaluating to extend its training
programme to additional types, including the
777 and Airbus A350.
Through its Part 21 design organisation ap-
proval, MAEL has developed a number of sup-
plemental type certicates for modications
such as cabin wi- installation. The desk-based
capabilities need to be expanded, says Adams,
as engineering and eet technical management
services are among the activities that should
generate the biggest growth.
M
A
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M
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MRO
SPECIAL REPORT
vendor network to ensure supply chain crite-
ria such as turnaround time and up-to-date
modication statuses for the equipment
while generating economies of scale for fa-
vourable pricing.
This know-how could be transferred to
other aircraft models. There is no reason why
we cannot do repair and overhaul of other
types components, given the vendor relation-
ships we have, says McGovern.
We are in the middle of brokering some
pretty substantial deals with a number of Eu-
ropean operators on the [Boeing] 737 Classics
and 757s, he adds.
And we would like to develop the busi-
ness into the ATRs and Embraers [early 170
and 190 models].
In May, BAE Systems also expanded its
European Part 21 design and production or-
ganisation approvals to be able to work on
other aircraft than its own models. This al-
lows the development of changes and modi-
cations via service bulletins and supple-
mentary type certicates.
Support for mid-life aircraft, including Air-
bus A320s and Bombardier CRJ 700/900s, is
BAE Systems target. The shift would provide
modest growth if respective contracts mate-
rialise, says McGovern. Whether that strategy
is achievable should become clear by year-
end, he adds.
in Weybridge, southwest London. The current
activities generate about 60 million ($94 mil-
lion) in turnover a year, says Sean McGovern,
business director for BAE Systems support
segment. But new revenue streams need to be
developed to maintain the current business
volume, as the European Avro eet is migrat-
ing to other regions.
Swiss International Air Lines and Swedens
Braathens Aviation Group, for example, want
to replace their Avros with Bombardier
CSeries aircraft by 2016. Swiss, along with
Braathens subsidiary Malm Aviation, are two
of Europes largest Avro operators, with eets
of 20 and 12 aircraft, respectively.
BAE Systems has ight hour-based compo-
nent support contracts with the two carriers
for the remaining operational period of the
four-engined regional jets. McGovern says that
part of the deal is to arrange the retirement in
a managed fashion.
The type can easily remain in service for
another decade from a technical standpoint,
as BAE Systems developed a life extension
programme, he adds. However, it will take
over more niche roles such as a VIP, military
transport or re-ghting in small, fragment-
ed eets.
We are looking at the market very careful-
ly over the next four to ve years as to wheth-
er our current [business] model is sustainable
or not, he says. If we were to depend on the
[Avro] RJs specically, that clearly has some
life limitations to it.
BAE Systems is therefore exploring the
support of other manufacturers aircraft,
among a number of other business avenues.
In recent years, the company says ight
hour-based component support agreements
have become popular with operators, with
around 190 aircraft being served through re-
spective contracts.
BAE Systems has no in-house repair and
overhaul capabilities for the equipment, but
handles that work through external suppli-
ers. The key to that business is managing the

BAE Systems Regional Aircraft supports out-of-production types such as the 146
BAEs Jetstream turboprops will
be supported until their retirement
G
eneral Electrics two UK engine shops at
Nantgarw in Wales and Prestwick, Scot-
land form the backbone of the manufacturers
overhaul network for widebody powerplants.
While at the Welsh site CFM International
CFM56 support is likely to have to be given
up to create more space, GE Caledonian is fac-
ing lower volumes until the new GEnx gener-
ation requires regular shop visits.
The facility in Nantgarw, near Cardiff, is the
manufacturers only group-owned overhaul
shop for GE90s the incumbent powerplant on
the latest Boeing 777 generation and GP7200s,
manufactured by Engine Alliance, the joint ven-
ture with Pratt & Whitney for the Airbus A380.
Meanwhile, GE Caledonian in Prestwick,
near Glasgow, services the CF6 and GEnx series.
The legacy CF6 is also supported at GEs Celma
site in Petropolis, Brazil, but overhaul capability
for the successor GEnx series for the 787 and
747-8 has been established only in Scotland.
GE owns ve engine shops Wales, Caledo-
nian, Celma, Strother Field in Kansas, and a
facility in Kuala Lumpur, Malaysia and has
overhaul partnerships with a dozen airlines
and maintenance providers, such as KLM in
Amsterdam and SR Technics in Zrich. GE is
also assisting Emirates with building a power-
plant shop in Dubai, although this will only
service the UAE carriers 777 and A380 eets.
The Welsh facility was taken over from Brit-
ish Airways in 1992 as part of a GE90 support
deal for the airlines then newly ordered 777s.
BA wanted to reduce its engine MRO footprint
by outsourcing respective services to external
GE
Juggling
capacity
Managing the space is a key
challenge for GEs facilities in
Wales and Scotland, which have
privileged access to large turbofans
MICHAEL GUBISCH LONDON
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MRO
SPECIAL REPORT
SAFETY
Human
factors
Flight Safety Foundation aims to
reduce MRO risk by raising
providers awareness of the
importance of looking after staff
As CF-6-powered aircraft retire, the focus at GE Caledonian in Prestwick, Scotland, will shift to the overhaul of GEnx engines
GE90s are maintained at Nantgarw, Wales
MICHAEL GUBISCH LONDON
F
ailure by technicians to follow standard
procedures is a central concern in mainte-
nance, repair and overhaul (MRO), warns the
Flight Safety Foundation.
The Washington-based advocacy group es-
tablished its Maintenance Advisory Commit-
tee (MAC) last year to add the MRO arena to
its historical areas of focus: ight operations
and pilot training. It determined that in 80%
of aircraft accidents where maintenance was a
contributory factor, technicians did not follow
the procedures laid out by equipment manu-
facturers in their manuals.
Addressing the staffs failure to adhere to
documentation is one of four core themes the
MAC wants to address. The others are im-
provement of training and management;
maintaining professionalism and standards;
and in an era of global MRO outsourcing
ensuring quality and oversight.
While maintenance processes have im-
proved in terms of technical quality over re-
cent decades, airlines and MRO providers
have not fully incorporated how human fac-
tors and limitations can affect the work of me-
chanics and engineers, says Rudy Quevedo,
the foundations director of global pro-
grammes. This view was echoed by industry
professionals during the Airline Engineering
& Maintenance Safety conference organised
jointly by Flightglobal and the foundation in
London in July.
It is easy to believe that lack of profession-
alism is the main cause for technicians failing
to adhere to the paperwork, but this is not the
suppliers. However, GE not only took over the
plant, but also continued BAs operations for
the existing eet, including support for both
the Rolls-Royce RB211s powering the airlines
747-400s and Concordes Rolls-Royce/Snecma
Olympus 593.
Today, GE is still overhauling RB211s for
BA, but the service is not offered to other air-
lines and will be phased out as the carrier re-
tires its 747s. The Welsh site also supports
CFM56s, but this, too, will be closed down to
free capacity for widebody engines. GE wants
to focus on the GE90 and GP7200 in Wales in
future, with the 777 engine the biggest growth
driver, says Mike Patton, the facilitys manag-
ing director.
The shrinking RB211 business is vacating
some capacity. However, since the 1.2 million
ft
2
(111,000m
2
) shop cannot be expanded for
further overhaul lines, CFM56 support will be
transferred to other sites when more space is
needed, says Patton. No schedule has been set
for the move, he says, because the CFM56 has
thus far served as a convenient buffer dur-
ing work uctuations for other types.
GE expects that over the course of 2013,
475 engines will be serviced at its Welsh site,
where around 1,200 staff are employed. The
GE90 generates the most business, accounting
for around 40% of powerplants, followed by
the CFM56 with one-third of throughput. The
remainder is evenly split between the GP7200
and RB211.
In January 2013, GE opened a 20,000ft
2
re-
pair centre for GE90 fan cases at Nantgarw.
This is part of a ve-year investment plan to
develop more specialist component repairs at
the facility. The capabilities will primarily be
focused on cases and frames, and should gen-
erate signicant growth in future, says Patton.
CALEDONIAN EXPERTISE
GE Caledonian where around 800 are em-
ployed is the manufacturers only GEnx
overhaul shop. Full support capabilities have
been established for the type, although work
levels have been light thus far as the GEnx is
still in its initial operational phase and sched-
uled overhauls are not due for some time.
Meanwhile, the facilitys main business of
supporting CF6s has changed. As operators are
retiring CF6-powered aircraft, such as the 767,
their aftermarket demand has shifted from using
costly new spares during an overhaul to em-
ploying used material. Airlines previously or-
dered the replacement of life-limited parts, such
as compressor and turbine disks, with new
equipment to achieve long run times between
shop visits, but now demand the use of used
material that offers enough ight hours and cy-
cles to see the aircraft through to retirement.
Almost all of Caledonians customers have
become interested in pursuing that material
strategy since the 787 entered service two
years ago, says GE. Before that, the manufac-
turer says, there was only limited demand for
the cost-effective solution to the servicing of
mature engines. The average age of the CF6-
80C2 eet is about 15 years. Some power-
plants have been in service for 25 years.
Employing used material is much less lu-
crative than selling new parts. The challenge
for the Caledonian shop will therefore be to
maintain its business volume over the next
three years or so, until the GEnx is due for
regular overhauls.
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case, says Quevedo: There are really a lot of
other factors contributing to this behaviour
[and] many of them we can correct.
Commercial imperatives play a key role in
how technicians conduct their duties. For ex-
ample, a line maintenance engineer who has
been called on board a fully loaded passenger
aircraft awaiting departure is likely to feel
under great pressure to resolve any issues
without delay. Using non-essential tools that
are not immediately at hand or following a
long list of procedural steps might therefore
be ignored to ensure expedient take-off.
The growth of commercial pressure was
widely debated during the conference. The
MRO industry is now at a crossroads, says
Robert Always, president of industry body
Aircraft Engineers International and chair-
man of the UKs Association of Licensed Air-
craft Engineers.
As cost cuts have led to technicians hav-
ing more certicates per person while fewer
staff are on the shop oor than in the past,
the sector faces a choice of either increasing
safety further or following a route that would
put us into reverse gear, says Always.
RISK MITIGATION
Quevedo acknowledges the challenges posed
by the airlines and MRO providers relentless
drive to slash costs and raise efciency. How-
ever, he says that commercial pressures exist
in any industry and cannot simply be elimi-
nated: We have to accept that is part of the
MRO
SPECIAL REPORT
[economic] landscape. The response should
be to understand how commercial pressures
affect safety and to develop suitable risk-miti-
gation strategies, he says.
Other factors contributing to engineers not
following procedures include the working
environment, weather and fatigue. A techni-
cian servicing an aircraft outside in low tem-
perature at night will naturally perform dif-
ferently from a well-rested person in an
adequately lit and heated workshop in day-
time. Poor design of maintenance manuals
may also have an effect on the technicians
work. However, if these inuences have been
identied and understood, they can be incor-
porated in maintenance procedures and man-
Staff are more likely to follow procedures in comfortable, well-lit working environments
Flight Safety Foundation highlights how pressure can affect engineers performance
agement through, for example, more careful-
ly laid-out instructions.
Quevedo says that human factors are the
main area of focus in determining drivers be-
hind technicians behaviour. Although human
factors have long been a mandatory part of
technical training which has led to wide-
spread awareness about the subject there is
nevertheless doubt as to what effect this has
had on the hangar oor. Michael Kalbow, Air-
buss head of maintenance training, says that
the industry has not been successful in chang-
ing behaviour among MRO staff.
Teaching more soft skills, especially in com-
munication and leadership, could make main-
tenance operations safer and more effective.
Todays training programmes focus mainly on
technical skills, such as systems knowledge,
tool handling and troubleshooting tactics.
However, the trainees should also learn how
to assert working standards in different situa-
tions and not become complacent with grow-
ing operational experience, says Quevedo.
A result of todays emphasis on teaching
technical skills is that engineers tend to be
judged on those abilities when they are pro-
moted to supervisory roles. However, mana-
gerial positions demand different skills, in-
cluding effective communication, upholding
work ethics and driving the organisational
culture, says Quevedo.
Soft skills should be trained at starting
level [for engineers], not at an advanced level
[for managers], he says. This would also help
to assess supervisory role candidates for the
required leadership qualities.
Quevedo points out that a range of good
analysis and advice has already been pro-
duced by a number of organisations. But one
of the issues is that we have not gotten a lot of
that guidance out to the hangar oor where
we see a change in processes and behaviour,
he says. One objective [for the MAC] is to
leverage all the work that has been done and
develop new ways [so] that these things have
the intended result.
S
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The only fleet forecast stretching 20 years into the
future in such detail
Demand based methodology is the product of years
of expert refinement
Unrivalled data granularity including aircraft orders
and deliveries by type across 8 global regions per year
Powered by premium data from Flightglobal and
Ascends trusted solutions
Flightglobal Fleet Forecast A Flightglobal Data Service
or contact [email protected] to subscribe
Read the summary at
Ascendworldwide.com
Flightglobal
Fleet Forecast
2013 2032
Independent outlook of the
global commercial passenger
and freighter aircraft market
STRAIGHT&LEVEL
24-30 September 2013
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Flight International
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73 fightglobal.com
From yuckspeak to tales of yore, send your offcuts to [email protected]
100-YEAR ARCHIVE
Every issue of Flight
from 1909 onwards
can be viewed online at
ightglobal.com/archive
Popular Pgoud
At the Ambassadors Theatre,
Paris, on Wednesday last
week, it was
suddenly
discovered by the
audience that
Pgoud, who has made such
sensational fights on his
Bleriot, was amongst the
audience. Immediately there
arose cheer after cheer, so
that it was impossible for the
performance to proceed for at
least a quarter of an hour.
Load of hot air
Naming Germanys new
airship Graf Zeppelin, Dr. Hugo
Eckener last week
used a bottle of
liquid air for the
christening
ceremony. The ship then
made a maiden voyage of
eight hours duration.
Dummy run
At the US Naval Ordnance
Test Station, China Lake,
California,
ejection seats of
the type to be
used in NASAs
two-man Gemini spacecraft
are being tested. A mock-up
of the Gemini craft is mounted
on a rocket sled and the
dummies and seats are
recovered after ejection at
high speed.
The ying Duke
Dear Uncle Roger The Duke
of Kent has asked me to write
and let you know
the photograph
which appeared
on your page in
Flight was, in fact, of his father
and Sir Louis Greig. His Royal
Highness believes it was
taken when they were about
to fy to Canada in 1941.
G
e
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J
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n
e
s
I told you it was a mistake to let Ryanair pick our new eet
Keeping the Irish
Iolar in the skies
Geoff Jones sends in this picture
(right) of one of the last airworthy
de Havilland DH84s, taken at the
Tannheim y-in in late August
(known, he says, as Tannkosh,
the European Oshkosh). The
Dragon belongs to the Aer Lingus
Charitable Foundation and
returned to the air in 2011 to
mark the 75th anniversary of the
Irish ag-carrier.
The aircraft known as Iolar
(Eagle in Irish) is own by a
small group of Aer Lingus
pilots, on this occasion by A320
captain John OToole.
Sweden sour
The captain of ight LH-809, a
Lufthansa Airbus A320 ying
from Stockholm to Frankfurt,
clearly was not taking any
chances when passengers
complained of a strong smell
on board.
He diverted the aircraft to
Copenhagen and removed all
passengers.
The cause of the pong turned
out to be a new carpet.
En-lightning
It may have left RAF service
more than two decades ago, but
theres still a huge amount of
affection for English Electric
Yolking aside
This is eggs-actly why Airbus
has sidesticks (see above from
NBC website).
Laughing stocks
Under a picture of a GE90, was
this insight from the Toronto
Star, spotted by Colin Tootill:
Aerospace stocks, including
Boeing, which makes jet
engines, have been performing
well...
Anyone told our business
correspondent Rex Stocks?
Beer to eternity
Liberal-leaning media may have
sought and destroyed exhibitors
offering insalubrious under-the-
counter items such as leg irons
at the recent DSEI in London.
However, according to one
warning over the tannoy, a much
more dangerous felony was
being committed: daring to serve
beer on the exhibition oor.
Lightning. So its no surprise
that former Frightning driver
Richard Pike has pulled together
another volume of tales from the
WIWOL (when I was on
Lightnings) crowd.
Lightning Boys II (20,
published by Grub Street) is an
excellent sequel to Pikes rst
edition, providing entertaining
insight from the cockpit into
what it was like to y the
remarkable Mach 2 ghter. Well-
illustrated, the book recounts
some amusing, intriguing and
sometimes alarming stories
about this truly great British
aircraft.
Ear to eternity
Thanks to Ken Munson for this
spot from a certain US aerospace
weekly. Its article on a projected
French solar-powered aircraft
refers several times to its name,
Eraole. Unfortunately, the proof-
reader missed one, which came
out as Earole. Still, could have
been a ole lot worse. Telling tales at Mach 2
LETTERS
fightglobal.com
[email protected]
We welcome your letters on
any aspect of the aerospace
industry.
Please write to: The Editor,
Flight International, Quadrant
House, The Quadrant, Sutton,
Surrey SM2 5AS, UK.
Or email ight.international@
ightglobal.com
The opinions on this page do not
necessarily represent those of the editor.
Flight International cannot publish letters
without name and address. Letters must
be no more than 250 words in length.
FLIGHT
INTERNATIONAL
We welcome your letters on
any aspect of the aerospace
industry.
Please write to: The Editor,
Flight International, Quadrant
House, The Quadrant, Sutton,
Surrey SM2 5AS, UK.
Or email ight.international@
ightglobal.com
The opinions on this page do not
necessarily represent those of the editor.
Letters without a full postal address sup-
plied may not be published. Letters may
also be published on fightglobal.com and
must be no longer than 250 words.
FLIGHT
INTERNATIONAL
Contribute to the debate on
Flightglobals AirSpace forum:
ightglobal.com/airspace
Were not robots. We cant sit
... & stare at the instruments
for hours on end, says
Helena Reidemar in her letter
on cockpit automation (Flight
International, 30 August5
September).
I could not agree more, this
it is a point I have regularly
argued over the years.
However, it raises at least two
considerations.
First, a novel (albeit cost-effective) method of breaking the
monotony would be if the pilot disengaged some of the automatic
systems and actually few the aircraft at some point in the journey.
Although I realise this appears totally out of step with current
thinking, it would I believe be effective.
Second, this leads me to ask a question. Out of the, say
10,000h (Asiana crash at San Francisco) a pilot may have logged,
how many hours are actually hands on the controls?
My own fying experience leads me to feel that just sitting
watching (or not) does not comprise experience.
Richard Chandless
Vovray en Bornes, France
74
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24-30 September 2013
COCKPIT AUTOMATION
No substitute for experience
Pilots still needed when it matters
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Creeping culture
of elf and safety
With reference to the letter from J
McDermott (Flight International,
6-12 August) about the enforced
temporary closure of London
Heathrow, I am also surprised
that such a small incident, in a
remote part of the airport, could
close one of the worlds major
hubs for 90min.
I am not sure whether the clo-
sure was due to lack of invest-
ment in equipment, or rather an
elf and safety ruling.
Has anyone else noticed that,
compared to a few years ago, any
road accident in the UK now
results in the emergency services
closing a larger area of the road
for longer? In the past efforts
would be made to ensue at least
one lane on the motorway was
kept open to trafc. Now all three
lanes are closed and for
seemingly hours on end. Is this
health and safety creep?
Graham Dinsdale
Cheltenham, UK
Rules mean
twins will rule
With reference to Saxon Rud-
ducks letter about the PC-24 and
single- and twin-engine business
jets (Flight International, 3-9
September).
Yes, maybe one engine can be
enough. For sure, a one-engine
turboprop or turbofan will be
safer than a twin-engine piston.
But as long as there are rules
against SEIFR (single engine IFR)
for commercial aircraft, twins
will rule.
Countries where you can use
SEIFR will certainly have more
single engines in their skies.
F Plasmans
By email
Four engines for
heads of state
Reference your light-hearted
piece (Flight International, 3-9
September) on Libyas Colonel
Gadda preferring the four-en-
gined A340 for safety.
It is worth remembering that
the heads of state of almost all
the worlds leading economies
travel in four-engined jet aircraft.
Coincidence? The airlines and
manufacturers might have
successfully convinced the larger
public that twin-engined planes
are at least equally safe, but sta-
tistically a three- or four-engined
one is surely proportionately
safer?
I y Boeing 767s on 120min
night-time trans-oceanic ETOPS
and it still unnerves me!
Name withheld on request
Give me ve
Your piece on the merits of four
engines over two reminds me of
the wisdom of Sir Stanley Hook-
er, the great Rolls-Royce engine
designer (of Merlin two-stage
supercharger fame).
It was observed Sir Stanley
ew only in four-engined
aircraft. When asked why,he
stated: Because there arent any
ve engined ones.
Ian C Statham
By email
Altitude problem
In your article (Flight Interna-
tional, 23-29 July) concerning the
Bombardier CRJ200 incident in
Moscow, there is a reference to
the adjustment of the altimeter
from standard setting 1013 as the
aircraft descended through the
transition altitude of 6,000 feet.
During descent, the change
from standard setting to local
QNH is made passing through
the transition level, not the tran-
sition altitude. As this is com-
mon and essential operational
knowledge, I assume that the
error is an editorial one.
Bjarne Nilssen
Barcelona, Spain
Editors reply: We believe that for
the purposes of this article, tran-
sition altitude and transitional
level mean much the same thing.
Heads of state favour four engines
R
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Download The Engine Directory.
ightglobal.com/ComEngDirectory
Download the new Commercial Engines Report
now with enhanced data and in-depth market analysis
ightgIobaI.com/commengines13
READER SERVICES
24-30 September 2013
|
Flight International
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75 fightglobal.com
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EDITORIAL +44 20 8652 3842
Quadrant House, The Quadrant,
Sutton, Surrey, SM2 5AS, UK
[email protected]
Editor Murdo Morrison FRAeS
+44 20 8652 4395 [email protected]
Head of Strategic Content/
Flight Daily News Editor Andrew Doyle
+44 20 8652 3096 [email protected]
Managing Editor Dominic Perry
+44 20 8652 3206 [email protected]
Air Transport Editor David Kaminski-Morrow
+44 20 8652 3909
[email protected]
Business Editor Dan Thisdell
+44 20 8652 4491 [email protected]
Defence Editor Craig Hoyle
+44 20 8652 3834 [email protected]
Operations/Safety Editor David Learmount
+44 20 8652 3845 [email protected]
Business & General Aviation Editor Kate Sarsfeld
+44 20 8652 3885 [email protected]
Magazine Enquiries Dawn Hartwell
+44 20 8652 3315 [email protected]
FLIGHTGLOBAL PRO
Editor Airline Business Max Kingsley-Jones
+44 20 8652 3825
[email protected]
Editor Flightglobal Pro Graham Dunn
+44 20 8652 4995 [email protected]
Managing Editor Niall OKeeffe
+44 20 8652 4007 [email protected]
Content Editor Alex Thomas
+44 20 8652 3184 [email protected]
Air Transport/MRO Reporter Michael Gubisch
+44 20 8652 8747 [email protected]
Senior Reporter Oliver Clark
+44 20 8652 8534 [email protected]
AMERICAS
Americas Managing Editor Stephen Trimble
+1 703 836 8052 [email protected]
Deputy Americas Air Transport Editor Ghim-Lay Yeo
+1 703 836 9474 [email protected]
Americas Air Transport Reporter Edward Russell
+1 703 836 1897 [email protected]
UAV & Spacefight Editor Zach Rosenberg
+1 703 836 7442 [email protected]
Military Reporter Dave Majumdar
+1 703 836 4706 [email protected]
MRO and Air Transport Reporter Kristin Majcher
+1 703 836 8053 [email protected]
Air Transport Reporter Jon Hemmerdinger
+1 703 836 3084 [email protected]
ASIA/PACIFIC
Asia Editor Greg Waldron
+65 6780 4314 [email protected]
Reporter Mavis Toh
+65 6780 4309 [email protected]
Reporter Ellis Taylor
+65 6780 4307 [email protected]
Australia Correspondent Emma Kelly
EUROPE/MIDDLE EAST
Israel Correspondent Arie Egozi
Russia Correspondent Vladimir Karnozov
FLIGHTGLOBAL.COM
Editor Stuart Clarke
+44 20 8652 3835 [email protected]
EDITORIAL PRODUCTION
Head of Design & Production Alexis Rendell
+44 20 8652 8127 [email protected]
Global Chief Copy Editor Lewis Harper
+44 20 8652 4958 [email protected]
Chief Copy Editor, Flightglobal Asia Sophia Huang
+65 6780 4320 [email protected]
Chief Copy Editor, Europe Dan Bloch
+44 20 8652 8146 [email protected]
Layout Copy Editor George Norton
Global Production Editor Louise Murrell
+44 20 8652 8139 [email protected]
Deputy Global Production Editor Rachel Kemp
Commercial Aviation Steven Phipps
+44 20 8564 6797
[email protected]
Defence & GA John Maloney
+44 20 8564 6704
[email protected]
PUBLISHING MANAGEMENT
Publishing Director Melanie Robson
Publisher Mark Pilling
READER SERVICES
Subscriptions
Jenny Smith
Flight International
Subscriptions, Reed Business Information,
PO Box 302, Haywards Heath,
West Sussex, RH16 3DH, UK
Subscription Enquiries
+44 1444 475682
Fax +44 1444 445301
[email protected]
Subscription Rates
1 Year 2 Years 3 Years
137/$219/ 232/$372/ 328/$525/
169 287 405
Only paid subscriptions available. Cheques
payable to Flight International
Production Assistant Lizabeth Davis
Global Digital Producer Jerome Joyce
+44 20 8652 8849 [email protected]
Deputy Digital Producer Damion Diplock
Digital Production Editor Colin Miller
Web Production Editor Andrew Costerton
Designer Lauren Mills
Senior Editorial Artist Tim Bicheno-Brown
Consulting Technical Artist Tim Hall
DISPLAY ADVERTISEMENT SALES
Quadrant House, The Quadrant,
Sutton, Surrey, SM2 5AS, UK.
Group Display Sales Manager Stuart Burgess
[email protected]
Sales Support Gillian Cumming
+44 20 8652 8837 [email protected]
EUROPE
Sales Manager Shawn Buck
+44 20 8652 4998 [email protected]
Sales Manager Mark Hillier
+44 20 8652 8022 [email protected]
Display Account Manager Grace Hewitt
+44 20 8652 3469 [email protected]
NORTH & SOUTH AMERICA
Vice-President, North & South America Rob Hancock
+1 703 836 7444 [email protected]
Regional Sales Director Warren McEwan
+1 703 836 3719 [email protected]
Sales Executive Kaye Woody
+1 703 836 7445 [email protected]
Reed Business Information, 333 N.Fairfax Street,
Suite 301, Alexandria, VA 22314, USA
ITALY
Sales Manager Riccardo Laureri
+39 (02) 236 2500 [email protected]
Laureri Associates SRL, Via Vallazze 43,
20131 Milano, Italy
ISRAEL
Sales Executive Asa Talbar +972 77 562 1900
Fax: +972 77 562 1903 [email protected]
Talbar Media, 41 HaGivaa St, PO Box 3184, Givat
Ada 37808, Israel
ASIA/AUSTRALASIA
Sales Manager Michael Tang
+65 6780 4301 [email protected]
Fax: +65 6789 7575
1 Changi Business Park Crescent,
#06-01 Plaza 8 @ CBP, Singapore 486025
RUSSIA & CIS
Director Arkady Komarov
[email protected]
Tel/Fax: +7 (495) 987 3800
World Business Media, Leningradsky Prospekt, 80,
Korpus G, Offce 807, Moscow 125190, Russia
CLASSIFIED & RECRUITMENT
+44 20 8652 4900; +44 20 8652 4897
Group Sales Manager Lucinda Quigley
+44 20 8652 8507
[email protected]
Key Account Manager Edward Longmate
+44 20 8652 4900 [email protected]
Key Account Manager Asia Michael Tang
+65 6780 4301
Sales Executives Daniel Brooker, Katie Mann
ADVERTISEMENT PRODUCTION
Production Manager Sean Behan
+44 20 8652 8232 [email protected]
Production Manager Classifed Alan Blagrove
+44 20 8652 4406 [email protected]
MARKETING
Senior Marketing Manager Ben Colclough
+44 20 8564 6722 [email protected]
Head of Marketing Georgina Rushworth
+44 20 8652 8138 [email protected]
DATA TEAM
Head of Data Pete Webber
+44 20 8564 6715
[email protected]
For a full list of events see
ightglobal.com/events
EVENTS
25-26 September
RAeroSoc International Flight Crew
Training Conference
London, UK
[email protected]
10-11 October
European Business Aviation
Association Regional Forum
Istanbul, Turkey
ebaa.org/en
22-24 October
NBAA Business Aviation
Convention & Exhibition
Las Vegas, Nevada
nbaa.org
29 October to 3 November
Seoul Air Show
Seoul, South Korea
seoulairshow.com

6-8 November
SppedNews 18th Regional
& Business Aviation Industry
Suppliers Conference
Scottsdale, Arizona
speednews.com

16 November
Historic Aircraft Association
Symposium
Hendon, London, UK
haa-uk.aero
17-21 November
Dubai Airshow
Dubai World Central
dubaiairshow.aero
19-20 November
Safety in Aviation North America
Montreal, Canada
www.fightglobalevents.com/
safetyna2013
25-26 November
The Future of Air Transport
conference
London, UK
[email protected]
marketforce.eu.com
16-18 January
Bahrain International Air Show
Bahrain
bahraininternationalairshow.com
11-16 February
Singapore Airshow
Changi, Singapore
singaporeairshow.com
25-30 March
Feria Internacional del Aire y del
Espacio (FIDAE)
Santiago, Chile
fdae.cl
15-17 April
Asian Business Aviation Conference
and Exhibition (ABACE)
Shanghai, China
abace.aero
20-22 May
European Business Aviation
Convention and Exhibition
(EBACE)
Geneva, Switzerland
ebace.aero
20-25 May
ILA
Berlin, Germany
ila-berlin.com
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76| Flight International | 24-30 September 2013 ightglobal.com
CLASSIFIED
TEL +44 (0) 20 8652 4897 FAX+44 (0) 20 8652 3779 EMAIL [email protected]
Calls may be monitored for training purposes
ZZZ PW SURSHO O HU FRP
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Development & Production
of High Performance
composite constant
speed propellers and
xed pitch propellers.
Sales & Service for
products made by
McCauley,
Hartzell,
Sensenich,
Woodward,
Goodrich.
D a u p h i n
Parts Specialists
www. al pi ne. aer o

Helitech 2013
Booth E51 September
24-26, Excel, London
Equipment, maintenance and service
Equipment,
Maintenance & Service
New and used aircraft
Aircraft spares
Aircraft spares
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ightglobal.com 24-30 September 2013 | Flight International | 77
Tenders Courses and tuition
HEAD OFFICE, BALAKA, KURMITOLA, DHAKA-1229, BANGLADESH,
PHONE: 8901600-14, 8901680-94, FAX: 88-02-8901558,www.biman-airlines.com
Ref: DACPM/B777/140/2013/907 Date: 11 September 2013
Request for Proposal (RFP) for Dry Lease of two 777200ER Aircraft
Biman Bangladesh Airlines Ltd. invites offers/proposals for Dry Lease of 02 (two) B777200ER aircraft
for a period of 60 (sixty) months. Airlines, Operators, Owners of Aircraft, Manufacturers and/or
Leasing Companies having aircraft of its own or legally authorized by the owner to submit the offer,
may participate in the RFP meeting the requirements of RFP schedule.
Basic requirements are mentioned below:
Detailed terms and conditions have been given in the RFP schedule. RFP notice and schedule
may be viewed in Bimans website: www.bimanairlines.com.
Offers/Proposals may be submitted to General Manager (Corporate Planning) at Email: rfp777
[email protected] by 1000 hours LT (0400 hrs UTC) on 03 October 2013. Proposals/offers
may also be submitted through courier service or dropped in the Tender Box placed in the office
of General Manager (Corporate Planning), Biman Head Office, Balaka, Kurmitola, Dhaka1229.
No offer/proposal will be accepted after the closing time and date.
Biman Bangladesh Airlines Ltd. reserves the right to accept or reject any or all the
offers/proposals partly or wholly without assigning any reason whatsoever and no claim shall
be entertained in this regard.
General Manager
(Corporate Planning)
Particulars Requirement
Number and Type of Aircraft 02 (two) 777-200ER. Both aircraft must have similar
configuration, similar type of Engine and Avionics
Nature & Period of Lease Dry Lease for 60 (sixty) months
Configuration Two class standard configuration
Age of the Aircraft Should not be more than 15 years of age at the time of
offer submission
Authorization If the lessor is not the owner of the aircraft, owners
authorization/mandate must be submitted prior to
negotiation.
Commencement of Lease Mandatory by January 2014
Preferably by November 2013
Last date of Submission Latest by 1000 hours LT (0400 hrs UTC) on 03 October
2013
HEAD OFFICE, BALAKA, KURMITOLA, DHAKA-1229, BANGLADESH,
PHONE: 8901600-14, 8901680-94, FAX: 88-02-8901558, www.biman-airlines.com
Ref: DACPM/138/2013/140 Date: 15 September 2013
Request for Proposal (RFP) for Dry Lease of 02 (two) aircraft with minimum
250 seat or above capacity
Biman Bangladesh Airlines Ltd invites Proposal/Offer for Dry Lease of 02 (two) aircraft with capacity
minimum 250 seats or above, for a period of 60 (sixty) months. Airlines, Operators, Owners of
Aircraft, Manufacturers, Leasing Companies having aircraft of their own or legally authorized by the
owner to submit the offer, may participate in the RFP meeting terms & conditions of the RFP
Schedule.
Basic requirements are mentioned below:
Detailed terms and conditions have been given in the RFP Schedule. RFP Notice and Schedule
may be viewed in Bimans website: www.bimanairlines.com.
The Proposal/Offer may be submitted to the General Manager (Corporate Planning) at Email:
[email protected] by 1000 hours LT (0400 hrs UTC) on 08 October 2013. Proposal/Offer
may also be submitted through Courier Service or dropped in the Box placed in the Office of the
General Manager (Corporate Planning), Biman Head Office, Balaka, Kurmitola, Dhaka1229. No
proposal/offer will be accepted after the closing schedule.
Biman Bangladesh Airlines Ltd reserves the right to accept or reject any or all the Proposal/Offer
partially or wholly at any time and/or stage without assigning any reason, whatsoever; and no
claim shall be entertained in this regard.
Md. Belayet Hossain
General Manager (Corporate Planning)
Particulars Requirements
Number and Type of Aircraft 02 (two) aircraft of any type (make and model). Both the
aircraft must have similar configuration, similar type of
Engines and Avionics.
Nature and period of Lease Dry Lease for a period of 60 (sixty) months.
Seat Configuration Two class configuration with capacity minimum 250 seats
or above.
Age of the Aircraft The aircraft should not be more than 15 years of age at the
time of submission of the proposal/offer.
Owners Authorization If the Bidder(s)/Lessor(s) is not the owner of the aircraft,
then owners authorization/mandate must be submitted
prior to negotiation.
Operational capability of the aircraft The aircraft must be able to operate direct flight (non-stop)
from Dhaka to London and back with minimum
250 passengers and baggage.
Commencement of Lease Mandatory by January 2014
Preferably by November 2013
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78| Flight International | 24-30 September 2013 ightglobal.com
Emerging Markets
special publication
Appear as an
employer of choice
in front of
Flightglobals
1.2 million users.
Deadline: 25th September
Tel: +44 208 652 4900 or email:
[email protected]
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flightglobal.com/jobs
EMAIL [email protected] CALL +44 (20) 8652 4900 FAX +44 (20) 8652 4877
Getting careers off the ground
flightglobal.com 24-30 September 2013 | Flight International | 79
Gulf Helicopters Company, a Commercial
Helicopter operator based in Qatar, seeks to fill
the positions of Licensed Aircraft Engineer and
Technicians.
Adv. Ref. No. LAE/TECH-01/2013
Possess Aircraft Maintenance Engineers License issued under the provision of
ICAO Annex II in Airframe and Power plant or Avionics with all categories, or
EASA Part 66 B1 or B2. Applicants should have appropriate experience on type
and manufacturers airframe & engine course certificates. Candidates holding
type ratings on AW 139 and/ or Bell 412 will only be considered.
We offer a TAX FREE, attractive and competitive remuneration package.
Please apply online by visiting our website: www.gulfhelicopters.com
specifying the job ref # as LAE/TECH-01/2013 in the Engineers application
form and forward CV & scanned copies of licenses and training
certificates to email address: [email protected] with full name
and position in the subject line.
Successful applicants will receive
full training and a competitive
benets package.
Requirements
s
Hold or have held JAA/EASA
ATPL(H) with IR(H) or CPL(H)
with IR(H)
s
Have at least 1,000 hours ying
experience as a helicopter pilot
s
Have at least 350 hours ying
experience as a pilot of multi-
pilot helicopters

Preferences
s
Previous Instructional
Experience
s
S-92 or similar ratings
s
Search and Rescue
s
Offshore Operations
Competitive Salary
and Benets
For information or to apply,
visit Careers at ightsafety.com,
or call +44 (0) 1252 554 500.
Equal opportunity employer/M/F/D/V
A Berkshire Hathaway company ightsafety.com
EASA Instructors
for Sikorsky S-92
FlightSafety International, Farnborough, UK seeks Ground and
Simulator Instructors for the Sikorsky S-92 program to instruct
Initial, Recurrent and Enrichment Pilot Training courses.
Get express relief with THE industry
job site at Jobs.Flightglobal.com
Recruitment
headache?
One industry, one job site
Print Online Mobile
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80| Flight International | 24-30 September 2013 flightglobal.com
Ambient /Outdoor
Audio Visual
Best Creative Use of Digital Media
Best Integrated Campaign
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Best Use of Print Advertisement
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Candidate Engagement
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Work of the Year
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If youre ready to depart from your
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THE job site for the aviation and
aerospace industry.
Ready to depart
from your job?
Print Online Mobile
Your industry, your job site
82 | Flight International | 24-30 September 2013 ightglobal.com
www.ctcaviation.com/ctcflexicrew
CTC FlexiCrew
High flyers, on demand
Seeks Type Rated Pilots
Locations UK & Worldwide
Flexible & Permanent Positions
Email: [email protected]
www.sigmaaviationservices.com
Tel: +353 1 669 8224
Fax: +353 1 669 8201
Email: [email protected]
www.sigmaaviationservices.com
GCT Group
Worldwide specialist for
Aerospace Engineering,
Certification & Management
Services
e: [email protected]
t: +49 (0) 8153 93130
w: www.garner.de
The preferred company for Stress (Fatigue & DT), GFEM,
Composites), Aeronautical Research. Business units:
Contract staff, Workpackages, Innovation and New
Concepts, Aeronautical Research. www.bishop-gmbh.com
Contact [email protected]
Tel 0049-(0)40-866-258-10 Fax 0049-(0)40-866-258-20
To advertise in this
Employment Services Index
call +44 (0) 20 8652 4900
fax +44 (0) 20 8261 8434
email [email protected]
Please note that calls may
be monitored for training purposes
Flight International
To advertise in this
Employment Services Index
call +44 (0) 20 8652 4900
fax +44 (0) 20 8261 8434
email [email protected]
Please note that calls may
be monitored for training purposes
Flight International
One industry, one job site
Get express relief with
THE industry job site
at Jobs.Flightglobal.com
Recruitment
headache?
Print Online Mobile
Recruitment Support
to the Aviation Industry
T: +44(0)1483 332000
[email protected]
aviation recruitment
WORKING WEEK
fightglobal.com
Qualied pilot and instructor Skeldon gets his ying x in Oxford, UK
For more employee work
experiences, pay a visit to
ightglobal.com/workingweek
WORK EXPERIENCE DAVID SKELDON
Clinching sales across the globe
David Skeldon is a director at Airstream International, where he is responsible for remarketing aircraft to airlines
from around the world. This, he says, calls for an in-depth knowledge of the aviation industry, tact and diplomacy
If you would like to feature in
Working Week, or you know
someone who does, email your
pitch to kate.sarseld@
ightglobal.com
24-30 September 2013
|
Flight International
|
83
What does Airstream
International do?
Airstream is an independent air-
craft remarketing agent selling or
placing aircraft on dry or wet (air-
craft, crew maintenance and in-
surance) lease on behalf of clients
worldwide. Formed in 1989, the
company has completed transac-
tions involving over 500 aircraft.
Our customers include airlines,
lessors, banks and aircraft inves-
tors and we have placed aircraft
with airlines all over the world.
Airstreams business is similar to
that of an estate/real estate agent
except that we deal with aircraft.
We typically secure a mandate
from a client interested in selling
or leasing an aircraft and then
promote it to interested parties, be
they airlines, lessors or investors.
What is your role and what
would a typical week be?
No day in this job is the same. My
work includes working on speci-
cations and proposals, discuss-
ing contract and commercial
terms with clients and advisors,
speaking with airlines about their
eet requirements and arranging
aircraft inspections. A signicant
amount of my day will be spent
on the telephone; usually involv-
ing operators/customers in Asia/
Australasia in the morning and
the Americas in the afternoon.
Selling aircraft is a complex
business and requires an in-depth
knowledge and understanding of
many aspects of aviation. At the
outset, potential buyers/lessees
need to be provided with infor-
mation to allow them to under-
take an initial evaluation of the
aircraft. I work with technical ad-
visors to put together data about
the aircraft including the status of
major components, the interior
conguration and the avionics in-
stalled. Prospective buyers typi-
cally use this information to as-
certain the likely maintenance
and overhaul costs they may need
to incur on the aircraft when inte-
grated in their eets as well as
evaluating commonality with
similar aircraft in their eets.
Buyers typically undertake de-
tailed technical inspections to
verify the condition of the aircraft.
Negotiating the delivery condi-
tion of the aircraft is a key ele-
ment of any sale or lease. As
transactions are usually cross-
border, aircraft may need to be
modied to permit registration in
different jurisdictions. The sales
process can often last several
months. It is our job to manage
the entire process from start to n-
ish and to make sure that the in-
terests of the client are protected.
What is your career background?
I went to school in Newcastle
and from an early age, wanted to
have a career in aviation. My
original intention was to pursue
a ying career. I completed an
airline transport pilot licence at
Oxford Aviation both at Kidling-
ton and in Phoenix, Arizona.
Following graduation, I found it
difcult to secure a ying posi-
tion with an airline so completed
my instructors rating. I then
worked weekends at a ying
school and had a sales job in a
travel company during the week.
Since joining Airstream, I
quickly found that this was the
career for me. I nd the interna-
tional dimension of the business
particularly enjoyable and the
successful completion of a trans-
action very rewarding.
What is the growth potential for
Airstream?
Airstream has established a
strong track record in its chosen
markets. In the relatively short
time I have been with the compa-
ny, it has become very evident to
me that the involvement of a pro-
fessional and experienced organ-
isation such as Airstream is vital
to ensure the success of a com-
plex transaction such as an air-
craft sale or lease. Airstream is
well placed to benet from the
general upturn in aircraft trading
activity as well as the inux of
investor money now coming into
the sector.
What do you do to relax outside
the job?
I continue to get my ying x in-
structing weekends at Pilot Flight
Training, Oxford. When time per-
mits, I play the occasional round
of golf. I am looking forward to
getting married next year.
Opportunities in Cyber Security
www.jobs.eads.com
CHALLENGING PERSPECTIVES
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We are the OEMs OEM.
When you need licensed spare parts, it makes sense to do what the OEM did when
the airplane was built: Turn to Spirit AeroSystems the same company that built
the part in the rst place. Next time you need a spare part, go straight to the source
for affordable cost and assurance of original quality. Visit us at MRO Europe, Booth
#606. Find out more at spiritaero.com/aftermarket or call our 24-hour AOG hotline
at +1 (866) 526-8929.
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