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Boeings in-development
777X to have same cabin
pressurisation levels as
the Dreamliner 8
Tests on Taranis UCAV
saw demonstrator fy
virtually invisible to
radar, BAE reveals 34
22-28 JULY 2014
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Airbus ups the ante in widebodies
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22-28 July 2014
Flight International
22-28 JULY 2014

Czech airframer Evektor secures much-needed backing to
complete certication of 14-seat Outback P36. Navy
impressed by upgraded Merlin P24
Boeings in-development
777X to have same cabin
pressurisation levels as
the Dreamliner 8
Tests on Taranis UCAV
saw demonstrator fy
virtually invisible to
radar, BAE reveals 34
22-28 JULY 2014
Official Media Partner
Airbus ups the ante in widebodies
9 7 7 0 0 1 5 3 7 1 2 6 6
3 0
30 E2 capitalises on CSeries misfortune.
Farnborough orders propel ATR toward new
31 LM-100J lifts off with frst customer
32 UK space industry readies for launch
34 Taranis goes fully stealthy for tests.
Lockheed readies K-Max for UGV
deployment trials
35 AgustaWestland completes Solo
demonstration fights
39 Atlas deliveries ready to power up.
Prototype of low-maintenance KC-390 on
track for maiden fight by year-end
40 Global supply strategy key component in
MBs success.
AerCap applies the rational approach to
explode order bubble warnings
41 Asian airframers celebrate agreements for
MC-21 on track for fight testing in 2015
7 Comment
46 Straight & Level
47 Letters
49 Classied
51 Jobs
59 Working Week
8 Boeing to adopt Dreamliner pressure-
altitude on 777X
9 F-35 fans lose out to fight restriction
14 Typhoon gets AESA programme boost
15 Sentinel to keep watch until 2018
16 Airbus to tweak A350-900 maximum
take-off weight
17 Al Baker fury at A380s no-show
18 P&W defends CSeries engine failure.
CFM powers to a backlog of 7,500
19 Airbus and engine suppliers will not
commit to A380neo
20 Scorpion makes frst strike with UK
debut appearance.
MC-27J passes weapons trial
22 Saab continues talks with Swiss over
Gripen sales
24 Boeing confdent MSA will locate
international buyers
26 Bell displays SAR 525 amid Relentless
marketing drive.
X3 helicopter technology climbs aboard
27 Missile deal sharpens Wildcats claws
28 Boeing to offer 200 seats on Max 8
29 Superjet targets Embraers home turf
10 A330neo unveiled Our four pages of
analysis uncovers the frst purchase
deals announced and explains how the
re-engined variant will help the airframer
compete in the widebody sector
42 High-flying displays Fine weather and a
wide variety of aircraft types kept eyes on
the sky at Farnborough
44 Thrills and stills Although the fying
display always receives the most attention,
there are still plenty of must-see aircraft in
the various static areas
This shot of the Avro Vulcan taken at
Farnborough last week has a certain
poignancy as it could mark the last
appearance of the ying version of the
bomber (XH558) at the biennial event. The
iconic Cold War-era jet, which dates back to
the 1960s, is expected to retire next year
having reached the end of her agreed life.

Renowned aviation
photographer Rich Cooper
took this amazing
end-of-runway shot of the
Airbus A350 launching its
air display at Farnborough,
with, behind it, the A380
coming in to land after
completing its routine P10
Commercial air transport is getting so safe
that traditional learning from mistakes is
no longer reliable. We examine whether
there is a danger of complacency.

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now updated for 2014 with enhanced data and in-depth market analysis
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This week, we ask: The A330neo is a: Runaway success
Niche product Panic measure
Cover your ears Nice distraction but
limited business use
Its what air shows are
Last week, we asked: Air displays at industry shows? You said:
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Flightglobals Farnborough chalet
was buzzing as teams from
London, Washington DC and
Singapore worked tirelessly to
provide multimedia coverage of
the event. We produced four
issues of Flight Daily News and
three interactive iFlight Daily
News, including video presented
by our journalists.
The Flightglobal team was all over the Farnborough air
show and even we couldnt keep up with each others
news, views, images and videos but we made it easy for
you to follow or revisit all
the action at the biggest
aviation event of the year.
farnborough, just click
through features ranging from
our interactive or print show
daily newspapers to special
features and ying display highlights. Or, see what our
consultancy Ascend says about two of the pivotal issues
of a busy civil aviation year: has Airbus cracked the
250-seat market with the A330neo (
a330neodebate)? Is the order backlog frothy or frm (/
orderbubble)? The twitterati might prefer to follow us @
ightglobal or search for @FIA14. And, bien sr, well do it
all again from Paris and @PAS15...
The top ve stories for the week just gone:
1 VIDEO Worlds largest aircraft, An-225, emerges to set new lift record
2 FARNBOROUGH Rockwell Collins joins European GNSS project
3 FARNBOROUGH E2 to be star of Embraers show
4 New deal to protect UK helicopters
5 Cessnas new light jet move signals industry optimism
Companies listed
AerCap ........................................................41
AgustaWestland .....................................35, 36
AirAsia X ......................................................13
Airbus ........................................12, 32, 39, 40
Air Lease ......................................................13
Air New Zealand ...........................................30
Air Tahiti .......................................................30
Alenia Aermacchi .........................................20
Al Maha Airways ...........................................13
Aspirasi Pertiwi ............................................36
ASL Aviation Group ......................................31
ATK ..............................................................20
ATR ..............................................................30
Avianca .......................................................30
Aviation Group International ........................37
Avolon .........................................................13
BAE Systems ...............................................34
Boeing .........................................................41
Bombardier .................................................37
Bravia Capital ..............................................36
Brooklands Aerospace .................................37
Cathay Pacifc ..............................................13
Cessna ..................................................36, 37
CIT Aerospace ..............................................13
Comac .........................................................41
CybAero .......................................................35
Dassault ......................................................34
Delta Air Lines ..............................................13
Diamond Aircraft ..........................................20
Eastern Air Lines ..........................................41
Embraer .......................................................39
Enstrom .......................................................36
Europrop International .................................39
Evektor ........................................................36
Garmin ........................................................37
GE Aviation ..................................................40
General Electric ...........................................13
HISS ............................................................39
Honeywell ..............................................20, 37
Irkut .............................................................41
International Aero Engines ...........................39
Kaman .........................................................34
Lockheed Martin ........................22, 31, 34, 39
MB Aerospace .............................................40
Mitsubishi Aircraft ........................................41
Norbert Industries ........................................40
Nordic Aviation Capital .................................30
Pratt & Whitney Canada ...............................36
Piaggio Aero .................................................36
Pilatus .........................................................36
Pratt & Whitney ............................................40
PZL Swidnik .................................................35
Qatar Airways ...............................................13
Robinson .....................................................37
Rolls-Royce ................................12, 13, 37, 40
Rotron Power ...............................................35
Saab ...........................................................22
Santos Lab ..................................................35
Selex ES ......................................................22
SkyWest Airlines ...........................................41
Sparkle Roll Group .......................................36
SR Jet ..........................................................36
Synergy Group .............................................30
Surrey Satellite Technology ...........................32
Thales ..........................................................22
Textron AirLand .............................................20
Textron Systems ...........................................22
Transaero .....................................................13
UTC Aerospace Systems ...............................22
Villa Air ........................................................30
Virgin Galactic .............................................32
Weststar Aviation Services ...........................36
Flight International
22-28 July 2014
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22-28 July 2014
Flight International
Airbuss easy decision
s recently as last months media brieng in Tou-
louse, smokescreens were being laid. Airbus was
pondering re-engining the A330, but in no hurry to
decide. So the conrmation of the A330neo as almost
the rst announcement of this years Farnborough got
the air show off to a ying start.
First orders and the predictable riposte from Boeing
followed swiftly. Airbus super salesman John Leahy
extolled the virtues of and overwhelming demand
for the revamped twin-aisle as if launching it was the
easiest decision his bosses had ever made. Seattles
Randy Tinseth accused Airbus of resurrecting an aban-
doned, decade-old concept and said the A330neo was
proof Toulouses A350 strategy had failed.
The A330neo will ll a void in the market. Whether
it sells in the numbers Airbus hopes remains to be
seen, but the fact that the cost of developing the origi-
nal A330 has been amortised means Toulouse will be
able to price the reborn widebody keenly. This will
worry Boeing, as it pays back its own considerable bill
for developing the Dreamliner.
Airbus had little choice but to launch the A330neo.
With the A350-800 dead and A350-1000 looking frag-
ile, the European companys widebody strategy was in
trouble. The A330neo is not a game-changing launch in
the way the 787 was, but it will buy Airbus time and
prove an irritant for its rival.
See Show Report P10
Read our archive of Flight
International comments on
editor Murdo Morrisons blog at
See Show Report P9
False hope and not just in replica form
Simply put, the F-35 had to be at Farnborough. As well as being conspicuous by its absence,
the Joint Strike Fighters no-show is likely to delay orders from vital international customers
Lightning fails to strike
ery seldom is an aircraft more conspicuous by its
absence than the Lockheed Martin F-35, and the
embarrassing saga that accompanied its attempted
journey to the UK and the Farnborough air show. For
Lockheed, in this instance the advertising proverb that
all publicity is good publicity failed to ring true.
The F-35 has been in development for nearly 13
years. More than $80 billion has been spent on devel-
oping and building a eet of aircraft. Showcasing the
F-35Bs unique and it must be said impressive hov-
ering capability on a global stage could have been a
critical moment in the history of the programme.
Quite simply, the F-35 needed to be at Farnborough.
The type cannot be sold until it becomes more afforda-
ble. The US programme ofce has a plan to reduce the
unit price to $85 million by 2019, but it depends on a
steep production ramp-up, with output projected to
rise about 500% compared with scal year 2014 levels.
There was a time when the programme could count
on the US Department of Defense to underwrite the vast
majority of the ramp up, but those days are gone under
the USAs sequestration policy. So the majority of the
ramp-up over the next ve years must come from the in-
ternational market. Orders have already been won in Is-
rael, Japan and South Korea, but the eight development
partners are needed to full their obligations.
It is this situation that underscores the devastating
impact of the F-35s absence.
Until the last minute, ofcials
spoke in baited breath of
how hopeful they were
The programmes pre-show script was completely dif-
ferent. As an F-35B hovered over the Farnborough
crowds, programme ofcials were supposed to roll-out a
cost reduction programme aimed at Europes frugal arms
buyers. With that context understood, it is perhaps easi-
er to comprehend how desperate US government of-
cials bungled the communication strategy so awfully.
In a less stressful situation, programme ofcials may
have adopted a more realistic tone about the F-35s ap-
pearance. They could have said that the programme is
on a solid footing with or without Farnborough.
Instead, the programme ofce and service ofcials
made it all too clear how desperate they were to see the
F-35 come to the show.
Until the last minute, government ofcials spoke in
baited breath of how hopeful they were that the F-35
would arrive. Even after an accident investigation
board imposed a 3h maintenance interval for the F135
engine rendering a transatlantic ight impossible
US ofcials still spread false hope.
Flight International
22-28 July 2014
The long-rumoured launch of the Airbus A330neo and the
non-appearance of the equally widely-anticipated Lockheed
Martin F-35 as well as more than a hundred Russians
were among the big stories of this years Farnborough.
No big air show would be complete without a verbal
sparring match between the two industry heavyweights,
and this years event did not disappoint, with brand A and
brand B rubbishing their rivals widebody strategies.
Farnborough remains a key gathering place for the defence
community and an agreement to supply a new radar for the
Eurofghter Typhoon was among the headlines in that
sector. Our global team provided unrivalled coverage
oeing has raised the stakes in
its battle against the Airbus
A350-1000, after announcing its
777X family will adopt the 787s
lower cabin pressure-altitude.
For the 777X, Boeing is adopt-
ing an all-new engine the Gener-
al Electric GE9X and scaling up
the composite wing technology
from the 787. The compromise of
re-engining meant accepting the
cross section and cabin experi-
ence of the original 777, bypassing
the 787s advances in cabin pres-
surisation and other technologies.
However, that formula changed
with the revelation at the show
that the 777X cabin will repli-
cate the maximum 6,000ft pres-
sure-altitude of the 787 cabin.
This is a signicant cabin im-
provement from the 8,000ft maxi-
mum pressure-altitude of the 777.
As a result, Boeing accepts the
increased risk and cost it takes to
strengthen the 777X pressure
bulkheads and protect the air-
frame from being corroded faster
by humid air.
Weve been getting input from
customers all along that they
wanted to replicate the 787 expe-
rience, says Scott Fancher, sen-
ior vice-president and general
manager of airplane development
at Boeng Commercial Airplanes.
One of those potential customers
was Air Lease founder Steve Ud-
var-Hazy. ALC has not yet an-
nounced orders for the 777X, but
has an orderbook that includes
15 777-300ERs and 45 787s.
On the pressurisation, they
made a big deal out of that on the
787, says Udvar-Hazy. So how
can you have an airplane that
comes out after the 787 in terms of
time and then the pressurisation is
the same as the original 777 that
came out in the mid-1990s? Our
position was: look, youve got to
make some improvement on the
Although the appeal seemed
obvious, it took Boeing several
months after the programme
launch last November to be con-
vinced that the 777X could repli-
cate the 787 pressure-altitude for
an acceptable cost, Fancher says.
It was only two months ago
that Boeing said the 777X would
offer a 787-like cabin experience,
but it declined to comment spe-
cically on whether it would
offer the same pressurisation.
Boeing introduced the 6,000ft
pressure-altitude on the 787 as an
upgrade enabled by the higher
strength and corrosion resistance
of the types pioneering compos-
ite fuselage. The metallic fuselage
structure of the 777 seemed to
present an obstacle to managing
the same level of pressurisation,
but Boeing found a way to pro-
vide the same strength with
local reinforcements to struc-
ture, Fancher says.
ALC president John Plueger
says the modications were not
quite so simple, however. Higher
cabin pressurisation risks lower-
ing the fatigue life of the struc-
ture, but Boeing discovered that
the original airframe was certi-
cated with more take-off and
landing cycles than necessary, so
the 777X could enter service with
a lower fatigue cycle rating with
no impact on customers.
ore than a hundred Rus-
sians due to attend the air
show were refused or failed to get
visas to enter the UK. It meant the
countrys sizeable intended pres-
ence at Farnborough was affect-
ed, although the majority of those
who had booked travel made it to
the show. There were more than
60 Russian exhibitors and several
large chalets, although, this year,
no military aircraft.
Some alleged that the visa
problems were down to budget
cuts in the UKs embassy in Mos-
cow slowing down visa-process-
ing, rather than a deliberate poli-
cy by the UK government over
concerns about Russias involve-
ment in Ukraine.
Mikhail Pogosyan, president of
Russias biggest aerospace and
defence company, United Air-
craft, told reporters that he did
not believe the Ukrainian crisis
would affect relationships with
Western partners, which include
Alenia Aermacchi, Pratt & Whit-
ney and Safran on the Sukhoi Su-
perjet and Irkut MC-21 commer-
cial jet programmes.
The aviation industry is fo-
cused on long-term co-operation
and changes in the political situa-
tion should not affect co-operation
in the long term, he says. All our
international partners are keen on
further co-operation.
Many Russians
fail to get visas
to attend show
Increased corrosion is a risk
Boeing to adopt Dreamliner
pressure-altitude on 777X
Move will add to programme costs but Seattle says technical challenges can be overcome
22-28 July 2014
Flight International
fter a week of will it, wont
it speculation, false rumours
and conicting messages from
programme ofcials and industry,
Lockheed Martins F-35 Joint
Strike Fighter failed to appear at
the Farnborough air show.
We are disappointed that we
are not going to be here, the
company said as news of the
no-show decision emerged from
the US Department of Defense
while the show emptied on 16
July. But we agree with the
ultimate decision.
US Marine Corps ofcials and
members of Lockheeds Fort
Worth, Texas-based F-35 team had
been in the UK for weeks prepar-
ing for a trio of short t ake-off and
vertical landing F-35Bs to make
the types international debut at
the Royal International Air Tattoo
and then participate in the ying
display at Farnborough. Lockheed
had spent months preparing for
the shows, which would have
given foreign partners the oppor-
tunity to see the aircraft ying out-
side the USA for the rst time.
All F-35s had been grounded
following a re which erupted on
an A-variant aircraft at Eglin AFB
in Florida in late June. Hopes that
the type could still reach the UK
for a Farnborough debut rose after
a safety board lifted the grounding
order on 15 July partly due to
comments made by Secretary of
the Air Force Deborah Lee James
at the show but fell when details
of the steps associated ight
restrictions were disclosed the
following day.
Key among these is a require-
ment for the front fans of the Pratt
& Whitney F135 engine to be in-
spected after every three ight
hours a restriction which re-
moved any chance of a non-stop
trip from NAS Patuxent River in
Maryland with tanker support.
One consequence of the ght-
ers absence was the UK deferral
of a planned contract signature for
its rst 14 production examples of
the F-35B. Departing defence sec-
retary Philip Hammond said that
the UK is still waiting to agree the
exact terms of its acquisition.
Only a full-size model of Lockheed Martins fighter was on display
F-35s starring role thwarted by DoD
Joint Strike Fighters fail to make journey to show after return to fight limitations rule out non-stop Atlantic crossing
otal order and option commit-
ments at Farnborough reached
1,210 compared with just under
1,500 at last years Paris air show.
Airbus launched the A330neo
and racked up orders for 121 of the
aircraft. AirAsia X, with a memo-
randum of understanding covering
50, is the largest customer. Transae-
ro has also agreed to take a dozen of
the type, while three lessors Air
Lease, Avolon and CIT Aerospace
ordered 55 between them.
There were 317 commitments
for the A320neo family, includ-
ing 110 from lessor SMBC Avia-
tion Capital. Lessors AerCap, Air
Lease and BOC Aviation also fed
the gure, while British Airways
is to take 20 A320neos.
Airbus, which also secured an
A350 commitment from Air
Mauritius, ended the show with
496 commitments, split between
purchase orders (358) and MoUs.
Boeing announced commit-
ments for 269 aircraft. That in-
cludes the purchase rights Qatar
Airways took in addition to order-
ing 50 rm 777-9Xs. The One-
world carrier also ordered four ad-
ditional 777Fs, taking four options.
There were also widebody
commitments from several les-
sors, including orders from Air
Lease and Intrepid Aviation for
777-300ERs, as well as deals for
18 787-9s with Avolon, CIT and
MG Aviation.
Hainan Airlines, Okay Air-
ways, Monarch Airlines and Air
Lease contributed to 121 commit-
ments accumulated by Boeings
737 Max.
A330neo pushes Airbus toward 500 commitments
Flight International
22-28 July 2014
For more news about the Airbus A330
programme, visit our landing page at:
Rolls-Royce secured an exclusive
engine supply deal on the Airbus
A330neo after rival General Electric
decided not to participate as it could
not work the business case.
The current A330 is offered with
engines from all big-three engine
makers, but the A330neo is avail-
able only with the Trent 7000, a de-
rivative of the Trent 1000-TEN which
will power the Boeing 787.
Launch customer Air Lease had
been campaigning for two engine
choices, says boss Steve Udvar-Hazy.
He says Air Leases market research
forecasts demand for more than
1,100 aircraft in the A330neos cat-
egory to the end of the next decade.
Rolls-Royce and Airbus agreed
with our position, but General
Electric felt that the market was
maybe not as large as other experts
in the industry felt, he says. And in
the end Airbus and Rolls came to-
gether and were able to forge an
arrangement that is very satisfac-
tory to the customer.
Airbus chief operating offcer for
customers John Leahy explains that
Airbus has negotiated the discount
that can be achieved through an en-
gine competition in advance with
Rolls, so all the customers get a
good price. He adds that mainte-
nance costs on the Trent 7000 will
be the same as on todays A330.
GE aviation chief executive David
Joyce confrms that the US engine
maker talked to Airbus about offering
a solution and would have done so if
no alternative was available. Joyce
adds that GEs absence was the right
decision. It was kind of mutual.
Rolls-Royce is merging features
from engines for the Boeing 787 and
A350 into the A330neos powerplant.
Based on the architecture of the
787s Trent 1000-TEN, the Trent
7000 incorporates technology from
the A350s Trent XWB. Rated at
New A330 allows
Airbus to take on
Dreamliner at last
Short development cycle gives Toulouse early advantage
as six customers get programme fying with 121 orders
irbus launched its assault on
the lower end of the wide-
body market at the Farnborough
air show with the Rolls-Royce
Trent 7000-powered A330neo.
And it aims to capitalise on a
short development cycle to max-
imise its chances of competing
with the all-new Boeing 787.
Backed by launch commit-
ments for 121 aircraft from six
customers, Toulouse aims to take
advantage of learnings from the
A320neo to cut the time to mar-
ket for its re-engined A330neo.
While Airbus intends to bring
the A320neo into service just
under ve years from launch, it is
ambitiously projecting a develop-
ment period of just 42 months for
the A330-800/900neo, allowing
the re-engined family to enter ser-
vice by the end of 2017.
We are able to do this in only
three and a half years, which is
quite new in this business, says
Airbus chief executive Fabrice
Brgier. I want an Airbus that is
more agile, which is faster in deci-
sion making, which works together
better and I insisted internally that
we could develop this product in
line with market expectations.
Brgier says using the Trent
7000, a derivative engine of the
787s Trent 1000, instead of the
new ones for the A320neo, is a big
de-risking factor. The programme
will cost between 1 and 2 bil-
lion ($1.4-2.7 billion), he adds.
We have learned a lot of les-
sons, of course, in building the
A320neo, adds Airbus executive
vice-president for strategy Kiran
Rao. He says airline customers
are asking for the A330neo as
soon as they can get it.
The A330neo launch raises
further doubts about the future of
the smallest A350 variant, the
-800, which is currently in limbo
amid a shrinking orderbook.
Brgier hints that the remaining
orders are likely to be absorbed
by the A330neo and A350-900.
There are still 34 orders [for
the -800], so we are committed to
them, but this trend [to transition
orders [to other aircraft], I think,
will continue, he says.
The big difference is that with
Rolls-Royce wlll single-source engine after GE fails to make business case
We are able to do
this in only three
and a half years,
which is quite new
in this business
Chief executive, Airbus
Trent 7000 is derived
from Trent 1000-TEN
22-28 July 2014
Flight International
68,000-72,000lb (303-320kN)
thrust, in line with the Trent 700, it
will have 10% lower specifc fuel con-
sumption than its predecessor.
Airbus says that the sole-sourcing
of the engines will ease some of the
design work because it will not have
to come up with a compromise pylon
to handle two engine options, as
with the A320neo.
The Trent 7000 will run for the
frst time in 2015. Flight testing of
the engine is to begin in 2016, with
certifcation due to follow in 2017.
The fan diameter is set to grow
from around 97.4in (2.47m) on the
Trent 700 to 112in on the Trent
7000. As this will in turn require a
more powerful low-pressure turbine,
Rolls-Royce is increasing the num-
ber of LPT stages from four to six.
The bypass ratio will double from
5:1 to 10:1, while the overall pres-
sure ratio is set to increase from
36:1 to 50:1. New thermal barrier
coatings will be used in the HPT to
cope with increased temperatures
due to the higher pressures in the
engine core.
Although the Trent 1000, on
which the new engine is based, is a
bleedless engine, Rolls-Royce and
Airbus will stay with a conventional
bleed-air design for the A330neo.
But the powerplant will be made
more reliable with greater use of
electrical, rather than pneumatic,
regulation systems.
irbus has hit back at claims
by its rival that it has just
dusted off a decade-old plan to
compete against the Boeing 787
with an A330 derivative, which
formed the basis of the original
A350 before it launched the all-
new A350 XWB in 2006.
Boeing chief executive Ray
Conner points out that airlines
rejected Airbuss original plan for
the A350 and that the new model
is the same airplane they
brought forward in 2005.
We know the [A330] very
well. We knew the airplane in the
1980s, he adds.
However, Airbus chief execu-
tive Fabrice Brgier believes that
the A330 and 787 are both very
different today: Clearly, we
have been continuously optimis-
ing the A330 and we are now
ready to offer this product which
was not the case ve years ago.
So we have a much better Neo
when you compare with the
787, he says.
Then compared to the initial
performance of the 787 back in
2004, [todays 787 has] extra
weight and cost. And so the gap
Boeing accuses rival of
dusting-off old design
the A330neo, we can also offer a
slightly smaller aircraft than the
A350-900, in very competitive
conditions. And in this segment,
the A330neo is more cost ef-
cient than the A350-800. So I be-
lieve that all our customers will
elect either to go with the A350-
900 or A330neo.
Jeff Knittel, chief executive of
A330neo launch customer CIT
Aerospace, says Airbus has it
right with the decision. Thats far
stronger than de-optimising the
A350 today, he says. CIT aban-
doned the -800 in 2011 by convert-
ing its orders to the larger -900.
Theres an unfortunate reality
about aircraft, says Knittel.
Theyre a point design. As you
get smaller the aircraft are de-opti-
mised. [The A350-800] carried a
lot of capability and, unfortunate-
ly, cost for the number of passen-
gers it had.
Knittel rmly backs Airbuss
decision to modify the wing of the
A330 and equip the type with
new engines. Rob Morris, head of
consultancy at Flightglobals advi-
sory arm, Ascend, says it was cru-
cial that Airbus launched the re-
engined A330 if it was to compete
in the 250-seat segment in future.
Flightglobals Ascend Fleets
database shows the market sector
for the A330neo in the 250- to
300-seat market is potentially lu-
crative and one in which Airbus
already has a healthy customer
footprint, says Morris.
For an airframer with the de-
sire to offer airliners in every seg-
ment from 100 to over 600 seats,
completely ignoring this market
is impossible, he adds.
Launch party: Fabrice
Brgier (centre) and
John Leahy of Airbus
(right) with Eric
Schulz of Rolls-Royce
We know the
[A330] very well.
We knew the airplane
in the 1980s
Chief executive, Boeing
The reaction from
our competitor is
similar to the one
when we launched
the A320neo
Chief executive, Airbus
has reduced on both sides, and
now we are on top.
Airbus claims that its larger-
variant A330neo will offer a 7%
reduction in overall costs com-
pared with the 787. The airframer
believes a 310-seat A330-900neo
will have a 1% cash operating
cost advantage against the
304-seat 787-9 on a 4,000nm
(7,400km) sector.
Chief operating ofcer for cus-
tomers John Leahy adds that the
A330neo will also have a 7% ad-
vantage in total operating costs
per seat. He says the re-engined
aircraft beats the 787 on trip cost
and seat cost.
The reaction from our com-
petitor is similar to the one when
we launched the A320neo,
which was that the A320neo will
hardly match the performance of
our 737NG, says Brgier. So I
will not be surprised that you
will get the same message that the
A330neo will still have a big
shortage of fuel burn to the 787.
This is not true.
Download our white paper
The great A330neo debate:
ix 12
Flight International
22-28 July 2014
For more news about the Airbus A330
programme, visit our landing page at:
el-burn per trip. Interior recong-
uration to save space will allow
another six to 10 seats, bringing
the fuel-burn reduction per seat
to 14%.
The manufacturer believes it can
almost fully negate the weight in-
crease of the new A330neo by im-
plementing a reduction exercise
to trim structure across the entire
A330 airframe.
It intends to shed 800kg
(1,760lb) of weight as it develops
the re-engined aircraft, to offset
the modications required to ac-
commodate the larger Trent 7000
Were trying to head back to
an almost neutral [weight] posi-
tion, explains Airbus executive
vice-president for programmes
Tom Williams.
Pylon design is one of the criti-
cal Airbus tasks for the A330neo.
The airframer is planning to
maintain the current powerplant
ground clearance, which is just
under 0.9m for the Trent 700, on
the A330neo.
This means that, owing to the
larger engine diameter, the pow-
erplant must be mounted higher.
The pylon has to be more care-
fully thought through, says Wil-
liams. He points out that Airbus
must consider the temperature
consequences, particularly on
leading-edge systems, of installing
a hot engine closer to the wing.
Williams adds that the engine-
nacelle interface will also be
critical to the design effort.
You can easily lose 1-1.5% [ef-
ciency] between a well-optimised
and a poorly-optimised congu-
ration, he says.
Airbus and Rolls-Royce have
already sealed a partnership with
Safran Groups Aircelle division
covering development of the
A330neo nacelle.
Williams says that the engi-
neering needs to consider not just
the turbine but complex issues
relating to conguration of the
he two new Airbus A330neo
variants are developed from
todays A330-200 and -300, with
major changes beyond the new
engines focused on aerodynam-
ics and cabin improvements.
Airbus aims to reduce per-seat
fuel burn by 14% versus the cur-
rent models, but promises 95%
spares commonality with the
A330 and will seek a common
type rating for cockpit crews.
Airbus expects to achieve a
range of 6,200nm (11,500km)
with its A330-900neo, which
will be the rst re-engined vari-
ant to market, while the -800neo
will be able to y 7,450nm.
Both A330neo variants will
have a maximum take-off weight
of 242t, with design freeze for the
type taking place in 2015, shortly
after the entry into service of the
242t version of the current A330.
The A330-900neo with a
basic conguration of 310 seats
will be introduced in the fourth
quarter of 2017, while the 252-seat
-800neo will arrive in early 2018.
Aerodynamic modications
will include a re-twisted wing
and optimised slats and fairings,
as well as A350-style wing-tips
that will increase the span by
3.7m (12ft) to 64m. The smooth-
er line of the wing-tips means
they will be just 1m high rather
than the 1.6m of the current
A330 winglets.
Airbus chief executive Fabrice
Brgier insists that the wing
changes will be minimal,
amounting to reinforcement and
weight-reduction measures.
We dont intend to change, for
example, the centre wing-box,
which is very complex, he says.
On a 4,000nm ight, Airbus in-
tends to achieve an 11% fuel-
burn saving over the 235t A330-
300, through the use of
Rolls-Royce Trent 7000 engines,
minus around 1% for additional
drag and 2% for weight.
But the aerodynamic enhance-
ments will provide another 4%
in fuel-burn benet, giving an
overall 12% improvement in fu-
New A330 sharklets
4% aerodynamic gain from re-optimisation
Span extension to 64m
Aerodynamic improvements
Increased fan size (from 97.5 to 112in)
11% lower fuel burn at Powerplant level
Latest engine performance improvements
New generation engine Trent 7000
Up to 10 more seats
Cabin modernisation
Cabin developments
95% spares commonality with A330
Same type rating as A330ceo
Common type rating as A350 XWB
SOURCE: Airbus
A330neo changes go beyond engine
Improved aerodynamics and interiors will be part of improvements as Airbus aims to reduce per-seat fuel burn by 14%
We dont intend to
change, for example,
the centre wing-box,
which is very
Chief executive, Airbus
-800neo -900neo
Length (m) 58.8 63.7
Wingspan (m) 64 64
Maximum take-off weight (t) 242 242
Maximum Landing weight (t) 186 191
Maximum zero fuel weight (t) 172/176 177/181
Maximum fuel capacity (l) 139,100 139,100
Maximum range (nm) 7,450 6,200
Engines Trent 7000 Trent 7000
Engine thrust (lb) 72,000 72,000
Fan size (in) 112 112
Seating (J/Y) 252 (36/216) 310 (36/274)
List price ($ million) 242 275
SOURCE: Airbus
22-28 July 2014
Flight International
aving pressed Airbus for the
A330neo, low-cost operator
AirAsia X demonstrated its loy-
alty by becoming the largest ini-
tial customer for the type with a
commitment for 50.
Although AirAsia had sought
General Electric GEnx engines,
group chief Tony Fernandes says
the Rolls-Royce-powered twinjet
will be a killer aircraft.
I think GE has missed out big-
time, he says. The A330,
pound for pound, is the best air-
craft ever made. Its a fantastic
aircraft fantastic reliability, easy
to turn around.
AirAsia X chief Azran Osman-
Rani says the A330neo will ena-
ble the airline to operate 13h sec-
tors. The carrier still had 38
baseline A330s on order at the
end of June, and it is unclear
whether some might be convert-
ed to the re-engined jet.
Three lessors Air Lease, CIT,
and Avolon committed respec-
tively to 25, 15 and 15 aircraft, all
the -900neo variant. Two other
buyers: Transaero and an undis-
closed Asian customer signed for
12 and four aircraft respectively.
Avolon has also signed for the
Boeing 787. Chief exec Domhnal
Slattery says: They have different
markets they can serve. We dont
see them as being conicting.
Aeroot and Hawaiian Air-
lines, key customers for the fading
A350-800, have yet to put forward
a verdict on the A330neo.
But Cathay Pacic chief Ivan
Chu says he will take a good look
at the aircraft. Anything that im-
proves efciency is good for the
airline community, he says.
A330 operator Qatar Airways
would only be interested in the
jet for its Saudi Arabian start-up
Al Maha Airways, it says. But
this decision will only be made
some time far into next year,
says Qatar chief Akbar Al Baker.
While lessors have indicated
that Delta Air Lines would be in-
terested in a re-engined A330, the
airline has yet to react formally to
the launch.
gearbox and other peripheral
equipment, all within the tight
deadline to enable late-2017 ser-
vice entry.
Thats more or less tomorrow
in aircraft development terms,
he adds.
While the Trent 7000 is based
on the Trent 1000, it will have an
electronically-controlled bleed-
air system and Airbus has started
the process of selecting a bleed-
air supplier. Initial discussions
have taken place with Liebherr.
Reinforcement of the wing will
be quite extensive, says Wil-
liams, and involve some material
improvements, such as alloy
changes, to optimise the loading
capabilities. But the architecture
of the high-lift devices and spoil-
ers will stay unchanged.
Airbus considered several
winglet designs before settling on
the swept tips similar to those on
the A350. Williams says they pro-
vide a clean extension of the
wing, with a better loading of the
centre wing-box which will
avoid substantial modication.
The landing-gear, which is al-
ready being designed to handle
the higher-weight 242t version of
the A330, will remain un-
Airbus will also keep any
cockpit changes minimal beyond
the upgrades necessary to cope
with the new engines, in order to
stay within the demanding
Although the A330 secured
certication two decades ago,
Williams points out that the
A330neo will face a tougher re-
gime including criteria that were
not previously included. He says
the aircraft will have to demon-
strate, for example, that it can
cope with ying several hours
with the vibration from sustained
engine imbalance.
You can easily lose
1-1.5% between a
well-optimised and
a poorly-optimised
Vice-president for procurement, Airbus
Fernandes gets his reward
as AirAsia X commits to 50
Low-cost operator delighted at launch despite disappointment at no second engine option
Tony Fernandes (right) shows
his appreciation for the new Airbus
creation to sales boss John Leahy
Customer Commitment
AirAsia X 50
Air Lease 25
Avolon 15
CIT Aerospace 15
Transaero 12
Undisclosed 4
Total 121
Flight International
22-28 July 2014
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uroghters push for fresh
sales of the Typhoon has
been given a major boost, follow-
ing its receipt of a four-nation
backing to complete integration
and test activities involving a
new- generation radar.
With an active electronically
scanned array (AESA) sensor
typically being requested in mod-
ern ghter competitions, the
availability of the Euroradar-de-
veloped Captor-E could be a key
factor in Euroghter hitting its
target of extending production
beyond late this decade.
Ofcials from partner nations
Germany, Italy, Spain and the UK
were at the show on 15 July to
underscore their commitment to
the Captor-E, which Euroghter
chief executive Alberto Gutierrez
says will be followed by a rm
deal to complete development
We are condent that the core
nations contract will be signed
before year-end, he says. Some
have gone through the process,
and some have still to go through
the process.
The UK Ministry of Defence is
leading the way, announcing at
the show that it has awarded
Euroghter partner company
BAE Systems a 72 million ($124
million) contract to conduct na-
tion-specic testing on a proto-
type AESA system. This is de-
rived from the four-nation Radar
1+ sensor which was brought to
the show for the rst time follow-
ing its installation on test aircraft
IPA5, which performed its rst
shakedown ight carrying the
sensor earlier this month.
The three-year extended as-
sessment phase contract with
BAE will involve ground and
ight tests to be conducted from
the companys Warton site in
Lancashire. The work will
inform the UKs procurement
process, ahead of the award of a
full scale development contract,
BAE says.
Noting that activities to sup-
port the AESA development have
been under way since 2006,
Euroradar consortium chairman
Andrew Cowdery says: The
Captor-E is at the forefront of
technology, and features a unique
An operational version of the
Radar 1+ system which is to
enter ight testing with IPA5 im-
mediately after the show could
be available to the Euroghter
partner nations within the next
two or three years, the consorti-
um says.
This capability will be insert-
ed into the existing [Tranche 2]
eet and Tranche 3A aircraft,
says Gutierrez, who adds: It puts
us in a very strong position with
regard to existing and future
The new AESA sensor will
meet the operational require-
ments of the four partner nations
and export customers out to
2040, Euroghter says.
These are power
houses of the
British economy,
and they are
essential to
our long-term
economic plan
UK Prime Minister DAVID
CAMERON on the importance
of the UK aerospace, defence
and space industries
Typhoon gets AESA programme boost
Four-nation backing to complete radar integration will enhance fghters capabilities and strengthen sales potential
The Euroradar-developed Captor-E features a unique repositioner
Storm Shadow on the horizon for RAFs Euroghter eet
The UKs Eurofghter Typhoons will
be armed with MBDAs Storm
Shadow cruise missile from mid-
2016, following a contract signing at
the show.

New weapons will be added
Defence minister Philip Dunne
visited the Eurofghter pavilion on 16
July to announce the deal, which
was confrmed by the NATO
Eurofghter and Tornado
Management Agency the following
day. Storm Shadow proved highly
effective in Iraq and Libya when
launched from Royal Air Force
Panavia Tornado GR4s.
Eurofghter capability manager
Paul Smith says Typhoons have al-
ready fown with the weapon on
board in Italy and the UK as part of
development trials.
About a year of test fights are still
to come including drop tests be-
fore the standoff-range missile can
be employed by the RAF.
MBDA has, meanwhile, launched
production of its Brimstone 2 air-to-
surface missile, which it expects to
enter service in 2015 on the RAFs
Tornado GR4s. The frst production
missile was due to be assembled
late last week at its sites in Lostock
and Henlow.
The new version of the precision
strike weapon has more range, en-
hanced accuracy and carries a more-
lethal warhead than the original
Brimstone, says market develop-
ment executive Cliff Kimpton.
The weapon also is equipped with
semi-active laser guidance and a
millimetre-wave radar sensor, which
allows the missile to strike moving
targets with accuracy.
Brimstone 2 is also scheduled to
arm the RAFs Typhoons from to-
wards the end of this decade, with
BAE Systems under contract to
study the possibility of accelerating
its availability to 2018.
oyal Air Force operations
with the Sentinel R1 and
Shadow R1 intelligence aircraft
will be extended until 2018, as
part of a 1.1 billion ($1.8
billion) funding boost for the
Ministry of Defence.
Speaking at the show, Prime
Minister David Cameron said
that 800 million of the sum will
be spent on continuing
operations with the intelligence,
surveillance, target acquisition
and reconnaissance types, which
had been slated for retirement
after the UK ends its involvement
in Afghanistan.
Retaining such equipment will
allow the UK to respond to
threats that you cannot defend
against from the white cliffs of
Dover, he says, citing examples
as including terrorism and
hostage taking.
To coincide with the funding
announcement, a Sentinel R1
from the RAFs 5 Sqn visited the
show. The units ve heavily-
adapted Bombardier Global
Express aircraft will be brought
into the MoDs core equipment
budget under the move, along
with its Beechcraft King Air
350ER-derived Shadows.
The RAF is now looking to
add maritime capability to Senti-
nel, driven by Raytheons experi-
ence in the development of
naval systems. This work will
include a specic maritime radar
mode, as well as options for long
range optics, signals intelligence
and an enhanced airborne
mission system.
Wg Cdr David Kane, com-
manding ofcer of 5 Sqn, says a
decision has yet to be made as to
whether or not one of its aircraft
will be temporarily withdrawn
from operations in order to un-
dergo the upgrade testing.
Combined with new spending
to complete the development of
an active electronically scanned
array radar for the Euroghter
Typhoon and to study the devel-
opment of an unmanned future
combat air system with France,
Cameron says: This is a huge
programme of investment to give
our armed forces the tools they
need to the job.
The 1.1 billion sum matched
an underspend by the MoD last
year. Such funds would ordinari-
ly be returned to the Treasury.
Not included in the investment
was any money to bring the RAFs
General Atomics Aeronautical
Systems Reaper remotely piloted
air systems into the core budget,
or to start a process to reinstate the
services lapsed maritime patrol
aircraft capability.
Sentinel to keep
watch until 2018
Reprieve for surveillance feet previously set for retirement,
as Ministry of Defence reclaims 1.1 billion underspend
The Global Express-based type will gain a maritime radar mode

s 16
Flight International
22-28 July 2014
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engine market. Sign in or register at:
irbus is to offer a higher max-
imum take-off weight for its
twin-engined A350-900, raising
the capability by 4t to 272t.
A350 programme head Didier
Evrard conrmed the shift during
the show.
The airframers previous speci-
cations for the A350-900 put the
maximum take-off weight at 268t,
with a maximum landing weight
of 205t and a maximum zero-fuel
weight of 192t.
While Evrard stated in June that
the aircraft weight was 3.3t above
specication, he says the airfram-
er has mitigated the weight
situation with the manufacturers
empty weight by offering the
greater performance capability.
The potential of the [airframe]
structure has been demonstrat-
ed, he says.
Evrard says the higher take-off
weight will be available on the
initial aircraft delivered to Qatar
The rst A350 will be handed
over in the fourth quarter of this
year. He says that following ight
testing of the type, Airbus is con-
dent of meeting its commit-
ments to customers regarding
the A350s performance.
Thats clearly the most im-
portant point, he adds.
Airbus has been aiming for a
maximum take-off weight of
308t for its stretched variant, the
It is as yet unclear whether
this capability will be similarly
Following ight
testing, Airbus is
condent of meeting
its commitments to
customers regarding
A350 performance
We would
never say no
president of propulsion and
aerospace systems, refuses
to rule out a return to the
large-aircraft engine sector
for Pratt & Whitney
Airbus to boost A350-900
maximum take-off weight
Airframer says new 272t limit will be available on initial aircraft delivered to Qatar Airways
Boeing displaying restraint
Airbus and Boeing widebody rivals took to the skies
above Farnborough for the frst time in more than 30
years, but one of the participants was forced to curtail
its display by the shows organisers. The A350 few
Airbuss usual impressive aerial display, which included
some tight turns and slow fypasts. The 787-9s routine
was similar to previous Dreamliner displays, and includ-
ed a tricky touch-and-go followed by a steep, climbing
turn. However, Boeing had to remove this manoeuvre
after Mondays show, when the air shows fying control
committee deemed it inappropriate for the display this
was despite it being initially approved during Boeings
validation fight.
atar Airways blames its A380
no-show on Airbus, and is
threatening to seek compensation
for the ongoing delay to its
The Doha-based ag carrier
had been due to take delivery of
its rst three A380s in June, but
the schedule had to be revised
after problems were discovered
during delivery acceptance in-
Chief executive Akbar Al
Baker says there are issues with
the interior and the exterior,
and does not know when the air-
lines rst aircraft will arrive.
The delivery date is when
they will be able to x all the is-
sues, he says.
With the rst three A380s now
delayed for more than 30 days, Al
Baker says the airline is entitled
to compensation. Beyond that
time, the penalties will trigger,
he says, adding that we are very
much through that period, and
he will of course be seeking
The airline had long held
plans to display the A380 as part
of a four-aircraft Qatar Airways
extravaganza at the show, which
included an A320 with sharklets,
a Boeing 787 and an Airbus test
A350 with Qatar Airways titles.
Al Baker says he is disappointed
his A380 could not be at the
show, and that the decision was
down to Airbus, which brought
its development aircraft instead.
Quite frankly, we were ex-
pecting they would not deliver
the aircraft to us before Farnbor-
ough, but we [still] expected Air-
bus to showcase the aircraft to the
public, he says. They decided
[not to bring it, rather than Qatar
Airways] because it is their air-
craft its not my aircraft yet.
This was absolutely disappoint-
ing to Qatar Airways.
Al Baker says the reason Air-
bus offered was that it was work-
ing on the aircraft. I think it was
a way to pressure Qatar Airways
to take delivery of the aircraft.
But Qatar Airways does not get
bullied by anybody, he adds.
Also at the show, Qatar dou-
bled its commitments for the
Boeing 777-9X as it rmed up its
letter of intent for 50 aircraft and
added 50 purchase rights. It also
signed for up to eight 777Fs.
What changed is the con-
dence we have in Boeing to be
able to make absolute top-class
aircraft, says Al Baker. Qatar
Airways will also be in the air-
craft leasing business soon, so we
will have not only [an] aircraft re-
quirement for our eet but also
for our leasing arm.
Al Baker fury at
A380s no-show
Gulf carrier threatens to seek compensation after blaming
ongoing delays and missed display opportunity on airframer
Al Baker: Qatar Airways does not get bullied by anybody 18
Flight International
22-28 July 2014
Read our analysis of the commercial
engine market. Sign in or register at:
FM International netted
$21.4 billion-worth of new
business during a successful
show, taking the number of Leap
engines in its backlog to more
than 7,500.
We started the show predict-
ing that 2014 would be another
record year; that prediction came
true in a big way, says Jean-Paul
Ebanga, president and chief
executive of the GE-Snecma joint
venture. As of today, we have
total orders and commitments for
more than 3,000 engines.
The manufacturer says it raked
in orders, commitments, and
long-term service agreements
covering a total of 1,062 engines
at Farnborough.
CFMs Leap-1A also won many
of the previously unannounced
deals for engines on the re-
engined Airbus A320neo family.
These include engines to
power 40 of the jets for Mexican
carrier Interjet and 100 each for
EasyJet and American Airlines.
The UK low-cost carrier is also
taking 70 more CFM56s for or-
dered current-generation A320s.
CFMs backlog has also been
bolstered by commitments for the
Boeing 737 Max, powered exclu-
sively by the Leap-1B. Deals at
the show included Monarchs
acquisition of 30 of the twinjets
and Hainans deal for 50.
P&W plays down CSeries grounding
Manufacturer describes PW1000G problem that prevented narrowbody from appearing at show as a technical issue
ratt & Whitney president
Paul Adams is standing
by the manufacturers PW1500G
engine for the Bombardier
CSeries and describes a recent
uncontained failure as a problem
that you run into at this stage
of testing.
We dont see this as a major
issue; we see this as the type of
thing that we do in development,
he said during a brieng at Farn-
borough. Its the type of problem
that you run into when youve
gotten 10,000h [of testing].
The geared turbofan engine
family has accumulated more
than 9,400h of testing to date,
says Adams. We expect to work
through one of the technical is-
sues that we have on that pro-
gramme in the coming weeks and
continue ying, says Adams.
That has not interrupted any
other testing on any other pro-
grammes at this point in time.
CFM powers to a backlog of 7,500
The Leap-1A won many of the deals for the re-engined A320neo
Bombadier to
clean-up CRJ
to save on fuel
ombardier plans to clean
up its CRJ regional jet in
order to achieve further efcien-
cy improvements, says the
programmes general manager
Sylvain Leclerc.
The aerodynamic clean-up
includes putting a cap on the tail
bumper, closing a roughly 2.5cm
(1in) gap between the tail and
rudder, introducing the carbon
break on the CRJ900 from the
CRJ1000 and using lighter-weight
materials throughout the aircraft,
says Leclerc.
Bombardier had an American
Airlines CRJ900 in the static dis-
play at the show.
The tail bumper cap and
closure of the gap between the
tail and the rudder combined
could reduce fuel burn by up to
0.5% alone, says Leclerc.
P&W geared turbofan engines
are also on the Airbus A320neo,
the Embraer E2 E-Jet, the
Mitsubishi MRJ and other in-de-
velopment aircraft programmes.
Bombardier has provided a
similar line on the impact of the
failure. The Montreal-based
airframer says it has in place
minor modications to the oil
system to correct the issue and
hopes to have the CSeries test
aircraft ying again in the
coming weeks.
Both the airframer and P&W
anticipate entry into service for
the CSeries on schedule in the
second half of 2015.
P&W will shoulder the costs of
the modications, says Adams.
When we invest in a
programme we typically will
fund the development of that
engine so we will manage
through any conguration
changes we make in the develop-
ment, he says.
Paul Adams expects the test aircraft to be flying again in weeks after modifications to the oil system
22-28 July 2014
Flight International
We have more
business than we
know what to do
with over the next
ve to eight
GE Aviation chief executive
DAVID JOYCE on why the engine
maker is happy to leave the
A330neo powerplant to rival
ombardier has launched a
cargo-passenger combi ver-
sion of its Dash 8 Q400 turboprop,
and expects to announce launch
customers for the aircraft shortly.
Two customers in two different
regions are in advanced negotia-
tions to acquire the aircraft, ac-
cording to the Canadian airfram-
ers general manager for turboprop
programmes, Simon Roberts.
Bombardier is offering the
combi version of the Q400 in vari-
ous congurations. The version
with the highest payload capabili-
ty will offer 3,700kg (8,200lb) of
cargo capacity and up to 1,150ft

in volume. It carries 50 passen-
gers, with a 32in (81cm) seat pitch.
Roberts says the combi variant
is being launched in response to
customers with low to medium
passenger demand but who re-
quire capacity for cargo. He says
Bombardier will announce
launch operators for the version in
the near future.
ith a gaping hole in its
portfolio plugged by the
launch of the A330neo, Airbus
faces a possibly more awkward
decision on the A380 as one of
the two engine suppliers is now
drawing sharp lines over its will-
ingness to participate.
Emirates chief executive Tim
Clark, the A380s most signicant
patron, has called since last year
for Airbus to do for the double-
decker what it has already done
for the A330 and A320 families.
But Airbus ofcials have been
slow to embrace the concept, and
still make clear that an A380 re-
engining ranks low on the priori-
ty list as it ushers into service the
A350, A320neo and A330 fami-
lies over the next ve years.
Were pretty occupied for the
time being, says Antonio da
Costa, head of A380 marketing for
Having just revealed a refresh
of the Trent 700 with the Trent
7000, Rolls-Royce is careful not
to seem too keen to do the same
with A380s Trent 900.
What happens with the A380
in the future is very much for
Airbus to decide, says R-R
spokesman Richard Hedges.
But R-Rs engineering depart-
ment stands ready to co-operate,
should Airbus call for a Trent
9000-type upgrade to the Trent
900. R-R ofcials are in talks with
Airbus about various technolo-
gies that could be available for an
A380 re-engining programme,
with the details depending on the
timing and scope that Airbus
adopts, he says.
R-Rs competitor on the A380
the Engine Alliance GP7000
unveiled during the show a plan
to propose a suite of upgrades
that could reduce specic fuel
consumption by up to 5%.
But improving the GP7000
which merges a core derived
from the GE90 with the low-pres-
sure section of the PW4000
faces certain practical limits.
To achieve the maximum 5%
reduction, the joint venture of GE
Aviation and Pratt & Whitney
must raise the overall pressure
ratio, which means widening the
diameter of the fan and adding a
stage to the low-pressure turbine.
Ill be honest with you. When
you start moving from 2% to 5%,
cost and time becomes prohibi-
tive, and then you start to ques-
tion are we doing the right thing
by investing in this architecture,
says Engine Alliance president
Dean Athans.
GE Aviation, in particular, is
sceptical that a business case ex-
ists to justify redesigning the fan
module of the GP7000 at all.
Doing a new fan is hard.
Think about all the certication,
says GE Aviation chief executive
David Joyce. You dont normally
do fans as an upgrade. Its just too
More palatable from the joint
ventures perspective are a series
of performance tweaks that can
incrementally reduce fuel con-
sumption and increase durability
for the GP7000. The Engine Alli-
ance is testing a package of dura-
bility improvements that can im-
prove time on wing for the
GP7000 by 50%. The same pack-
age if adopted, could also reduce
fuel consumption by 0.5-1%.
How much fuel-burn reduc-
tion is possible depends on how
many performance tweaks are
deemed a good investment.
First customers
ready to commit
to Q400 combi
Airbus and engine suppliers
will not commit to A380neo
Toulouse insists re-engined superjumbo low on its priorities, despite Emirates enthusiasm
When you move from
2% to 5% [reduction in
fuel consumption]
cost and time start to
become prohibitive
President, Engine Alliance
Toulouse officials have made it clear that re-engining the superjumbo is not currently a top priority
ix 20
Flight International
22-28 July 2014
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subscribe to our fortnightly newsletter:
extron AirLands Scorpion
strike and surveillance aircraft
made its rst international ap-
pearances in the UK, having
made the transatlantic trip from
the USA at the beginning of July.
Sporting a new two-tone grey
colour scheme, the aircraft is a
clean-sheet design, developed to
offer a low-cost alternative to
other strike/intelligence, surveil-
lance and reconnaissance aircraft
that are in the market. The proto-
type left Wichita in Kansas on 1
July and touched down in the UK
four days later, in order to partici-
pate at the Royal International Air
Tattoo at RAF Fairford in Glouces-
tershire, and then at Farnborough.
First own in December 2013,
the Scorpion has since under-
gone a ight test campaign to val-
idate its performance. The air-
craft is expected to y some 300h
in 2014, and once it returns to the
USA it will have own half of
these. It had completed 68 ights
and a total of 125h when it land-
ed at RIAT.
Utilisation of sensors has
begun, and a retractable L-3 Wes-
cam MX-15 electro-optical/infra-
red payload has been integrated
onto the belly of the aircraft.
Once Scorpion returns to the
USA, Textron AirLand is due to
demonstrate the aircraft to the
Kansas National Guard using the
MX-15, to show the platforms
potential to support disaster re-
lief operations. We will be pip-
ing down video, says Dan Hin-
son, Textron Aviations chief
pilot, government and special
mission aircraft.
The activity will be part of a
US Northern Command exercise
named Vigilant Guard, and once
this has been carried out, the
Scorpion could be used by the
US National Guard.
Scorpion will have an air-to-air
refuelling capability, although
this has not yet been tested. Dur-
ing the ight from the USA to the
UK, the aircraft travelled in
bursts of approximately 2h in
order to make refuelling stops,
and was accompanied by a Cess-
na Sovereign+ business jet.
Textron AirLand has not yet
performed weapons testing. A
second aircraft has also not yet
been developed, although the
company is preparing to build a
sister airframe using feedback
from the rst development to en-
hance the performance. Its rst
prototype is powered by Honey-
well TFE731 engines, and has
demonstrated a top speed of
455kt (840km/h).
TK and Alenia Aermacchi
have successfully completed
the rst phase of ground and
ight testing for the palletised
gun system on the MC-27J gun-
ship variant of the tactical trans-
port, with the support of the Ital-
ian air force.
The system utilises a side-
mounted GAU-23 30mm cannon
integrated into a to roll-on, roll-
off (RO-RO) pallet. The MC-27J
has also been modied with an
L-3 Wescam MX-15Di electro-
optical/infrared sensor housed in
a nose-mounted turret.
The completion of successful
testing with the Italian air force
further validates the capabilities
of the RO-RO gun and mission
systems and demonstrates that
the programme is ready for eld-
ing, the companies say. This
testing builds on previous gun ac-
curacy ight tests performed with
the MC-27J at Eglin AFB in 2013
and will provide the aircraft with
a vital capability and a greater
mission exibility at an afforda-
ble cost.
ustrian manufacturer Dia-
mond Aircraft is moving for-
ward with development of its
Dart 450, a new single-engined
turboprop for both civil and mili-
tary roles.
Diamond has released few de-
tails about the Dart 450, but chief
executive Christian Dries says it
will be capable of performing aer-
obatics and will excel as a recon-
naissance and training aircraft.
The Dart 450 will have a wing-
span of about 10m (33ft), a maxi-
mum take-off weight of 2,130kg
(4,700lb) and a range of up to
1,240nm (2,300km).
Diamond is seeking a strategic
partner for the project, and Dries
says a prototype could y within
18 months in time to appear at
the 2016 Farnborough air show.
He says the company has al-
ready produced some parts for
the Dart 450 and will soon start
trials of the Motor Sich AI-450
turboshaft engine that will power
the type on a test aircraft.
The engines low hourly fuel
burn rate of 90 litres and a
sound design will give the Dart
450 an operating cost of about
$500 per hour.

The prototype was flown
from Wichita on 1 July
Palletised RO-RO system ready
MC-27J passes weapons trial with fying colours
Diamond seeks
partner for Dart
450 project
Scorpion makes rst strike
with UK debut appearance
Sensor testing and demonstrations to follow for light attack aircraft on its return to USA
A prototype could y
within 18 months in
time to appear at the
2016 Farnborough
air show
Leading combat aircraft programmes have turned to Europes
premier airborne radar house for a new-generation of high-power
multi-mode AESA radars.
Advanced air-to-air and air-to ground software-based modes, the widest
teld-of-regard, soalable re-programmable arohiteotures allowing for
capability growth through life: our technology sets us apart.
The best just got better
Selex ES. The power of one.
Defence. Security. Smart systems. 22
Flight International
22-28 July 2014
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subscribe to our fortnightly newsletter:
UTC, Selex ES
join forces to
develop TacSAR
TC Aerospace Systems and
Selex ES are partnering to
develop a long-range synthetic
aperture radar that can be inte-
grated into the formers DB-110
electro-optical and infrared (EO/
IR) sensors.
The companies say the prod-
uct named TacSAR will allow
DB-110 operators to collect imag-
es through cloud cover that the
EO/IR system cannot penetrate.
TacSAR can be integrated
seamlessly into existing opera-
tions and uses the same aircraft
interface and datalink, UTAS
president Alain Bellemare says.
The DB-110 is derived from
the SYERS reconnaissance sys-
tem carried by the US Air Forces
Lockheed U-2s, and collects
high-resolution images during
day or night using visible and in-
frared light.
However, TacSAR uses radar
it is based on Selexs Seaspray
unit to collect images in all
weather conditions, and can
track threats with a ground mov-
ing target indicator.
aabs chief executive remains
hopeful about future business
opportunities in Switzerland, de-
spite a May public referendum
which rejected the nations
planned deal to acquire 22 new-
generation Gripen E ghters.
Hkan Buskhe says that al-
though the Swedish manufactur-
er respects the decision to
block the acquisition, it is still
working with the government in
We are of course very open for
the next step. At the same time,
we have full understanding and
we also respect the outcome of
the referendum. We are not doing
hard selling as we speak.
Buskhe says Saab also retains
extremely good relationships
with the 135 Swiss companies
that had signed on to be suppliers
as part of the deal. Those con-
tracts will continue to be hon-
oured, he says, provided they
can keep their competitiveness.
Saab is also open to offering
Switzerland the Gripen C as an
alternative to the E-model, he
says. We are more than open
and happy to supply if they see
the need and it ts with the deci-
sion that the people have taken,
he says. Switzerland is a very
important market for us, we are
good friends, so lets see.
The Gripen C/D is not some-
thing of the past; its something of
the future, and we foresee more
customers coming in as C/D cus-
tomers, says head of aeronautics
Lennart Sindhal. It is not as if
we have left the C/D era going
into the E. This is an aircraft that
will y until 2030 at least.
Saab has recently completed
edition 20 of its updates for the
C/D models, which will become
operational in 2015.
hales has introduced a freefall
variant of its precision-guided
Lightweight Multirole Missile
(LMM) suited for integration on a
wide range of light combat air-
craft and unmanned air vehicles.
The company partnered with
Textron Systems around 18
months ago to perform integra-
tion of the 6kg (13.2lb) munition
on-board an undisclosed UAV,
which the partnership is now
ready to bring to market.
Textron calls the precision-
guided glide weapon the Fury,
and exhibited it with a Beechcraft
AT-6 strike aircraft.
Three Fury bombs can be
mounted on a single missile rail
usually used by a Lockheed Mar-
tin AGM-114 Hellre. After re-
lease, the weapons glide to their
targets typically light armoured
vehicles, small boats or person-
nel using a GPS-aided inertial
navigation or semi-active laser
system, says Christian Leimkue-
hler, Textron vice-president of
precision weapon systems.
He declines to speculate on po-
tential sales but expects the de-
velopment effort to last for
around two more years.
Textron and Thales will share
production, with the former con-
tributing the height-of-burst sensor
and the electronic safe and arm de-
vice. The weapon has already been
integrated onto a Shadow M2 UAV
manufactured by Textrons sister
company AAI.
Initial test drops commenced in
August 2013, with live warhead
trials expected to be conducted
later this year.
Thales, meanwhile, expects
demonstrations for potential cust-
mers to start soon. The company
will produce a standard version of
LMM for the UK Royal Navy.
Saab continues talks with
Swiss over Gripen sales
Airframer seeks compromise to respect May referendum result and protect suppliers
Offering the Gripen C instead of the E could resolve the dilemma
The LMM system can be fitted to combat aircraft and UAVs alike
Thales, Textron alliance launches free-fall missile
Flight International
22-28 July 2014
To get more defence sector coverage,
subscribe to our fortnightly newsletter:
he Royal Norwegian Air
Force is promoting the inte-
gration of its indigenously-built
anti-surface warfare Kongsberg
Joint Strike Missile (JSM) to other
future operators of the Lockheed
Martin F-35 Joint Strike Fighter.
Speaking at the show, Lt Col
Sigurd Fongen said the Norwe-
gian requirement for anti-ship ca-
pabilities on its F-35s is not
unique to the country, and future
adopters could choose to co-de-
velop the munition.
The air force is in talks with
the Australian government re-
garding potential integration of
the JSM on the Royal Australian
Air Forces F-35As.
A decision is expected in six to
12 months, Fongen says. We are
in discussions as we speak. We
would obviously like other na-
tions to get involved, he adds.
It was announced earlier this
month that Norway had awarded
Kongsberg a NKr1.1 billion ($178
million) Phase III contract to
complete development and
integration of the JSM on to its
on-order F-35As.
JSM is the rst weapon tai-
lored to the F-35 weapons bay,
Fongen says. We think all other
F-35 users with this requirement
will consider using this.
Oslo has committed to the pur-
chase of 52 conventional take-off
and landing F-35As, to replace its
Lockheed F-16AMs.
Raytheon and Kongsberg also
conrmed a teaming arrangement
at the show, under which the
companies will promote the
JSMs capabilities globally.
[The] JSM is the rst
weapon tailored to the
F-35 weapons bay
Royal Norwegian Air Force
Australia looking
at JSM missile,
Norway reveals
Boeing condent MSA will
locate international buyers
Demonstration fights to begin from late 2014, as company talks to several customers
oeings maritime surveillance
aircraft (MSA) was only a
concept when the airframer an-
nounced the programmes launch
at Farnborough in 2012.
It returned to the show with its
demonstration aircraft a modi-
ed Bombardier Challenger 604
business jet on display to po-
tential international customers.
While the aircraft still operates
under an experimental ight cer-
ticate, its development is com-
plete and Boeing is ready to start
taking orders.
We are condent it is going to
move forward with production,
says Robert Schoefing, the com-
panys senior manager of business
development. Discussions have
been held with ve or six poten-
tial customers in the Middle East,
Africa and Asia-Pacic, although
he declines to name them.
Boeing could deliver an air-
craft within 36 months of receiv-
ing an order, and expects to begin
customer demonstration ights
by the end of 2014 or early next
year, says Schoefing. The dem-
onstrator has been outtted with
mission equipment from Boeings
larger P-8A anti-submarine war-
fare aircraft by Canadas Field
Aviation, which also performed
the structural changes needed.
Boeing has previously indicat-
ed a target price of $55 million to
$60 million for the MSA, but
Schoefing says this can vary,
based on customer requirements.
He insists the aircraft will offer
more capability than any of its
competitors can provide, and
says Boeings decision to fund de-
velopment of the demonstration
aircraft reects its condence in
the programme. The production
MSA will be based on the new
Challenger 605.
ne of the worlds most ad-
vanced maritime helicop-
ters has entered service four
months ahead of schedule, as the
Royal Navy expressed its satisfac-
tion with the types performance.
The companys proof-of-concept is based on a Challenger 604

Nine of the UKs AW101s were deployed for exercise Deep Blue
Navy impressed by upgraded Merlin
Nine of the UKs upgraded
AgustaWestland AW101 Merlin
HM2 rotorcraft took part in the
four-week exercise Deep Blue
last month, during which they
amassed a combined 480 ight
hours operating over the Atlantic
from the deck of the aircraft carri-
er HMS Illustrious. RN helicopter
force commander Cdr Ben Frank-
lin says the rst HM2 aircraft will
be deployed to the Arabian Gulf
later this year, and embarked
there on a frigate during 2015.
However, he adds that they are
available now.
Approval for the HM2 to enter
frontline use came on 30 June.
Thirty Merlins will be upgrad-
ed from the original HM1 stand-
ard to the enhanced variant.
The aircraft 15 of which re-
main to be delivered by next year
will also be equipped with elec-
tro-optical/infrared sensors.
They also are to receive en-
hanced self-protection equip-
ment, and there are other devel-
opments on the horizon.
Follow more defence topics
on our The DEW Line blog:
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Visit us at Farnborough Intl Airshow | Outside Exhibit, L2





. 26
Flight International
22-28 July 2014
For more in-depth coverage of the
global rotorcraft sector, go online to
ell Helicopter displayed a
full-scale mock-up of its 525
Relentless in a search and rescue
(SAR) conguration, as it contin-
ues to advance the developmen-
tal rotorcrafts sales prospects.
Due to make its rst ight by
year-end, the super-medium type
is pitched at the offshore trans-
portation market. However, says
chief executive John Garrison,
the next biggest segment for [the
525] is going to be SAR.
Garrison describes the 525 as a
tremendously capable platform
for the rescue role, pointing to its
500nm (925km) range even
without auxiliary fuel tanks, and
the full y-by-wire controls,
which offer additional safety.
Farnborough was the second
major showing for the congura-
tion, with Bell having previously
displayed it at the HAI show ear-
lier this year.
Garrison says several of the
companys customers are inter-
ested in a dual role for the 8.7t
helicopter and the fact that its
cabin can quickly be recong-
ured from a 16-seat passenger
layout to SAR guise.
For some of our global oil and
gas customers, to have that type
of capability is signicant. They
dont necessarily have to have
dedicated assets when they can
use the 525, he says.
Matt Hasik, senior vice-presi-
dent commercial programmes,
says assembly of the rst ying
prototype is well under way at
Bells Amarillo, Texas facility.
In addition, he says the 525 al-
ready meets all but one of the rec-
ommendations in the UK Civil
Aviation Authoritys recently
published review of North Sea
offshore helicopter safety.
The only capability the
company might have to boost
slightly is the aircrafts ditching
otation system, to exceed the
CAAs sea state 6 wave height re-
quirement, he adds.
Hasik is condent of the rotor-
crafts ability to meet the speci-
cations, citing the 525s low cen-
tre of gravity and all-round
otation ring system.
H Industries (NHI) is con-
dent it has the correct solu-
tions in place to counter corro-
sion problems discovered on the
Royal Netherlands Air Forces
NH90 maritime helicopters.
Deliveries of the seven remain-
ing NFH aircraft on order were
halted earlier this month, after an
examination of two previously
deployed aircraft one in aid of
anti-piracy missions off Somalia,
and one on patrol in the
Caribbean found noticeable
areas of galvanic corrosion.
The Dutch National Aerospace
Laboratory in May reported its
ndings from an investigation
into 92 instances of corrosion,
concluding that the aircraft did
not allow for sufcient draining
and the required protective coat-
ings and insulation had not been
properly applied.
Every programme has teeth-
ing problems thats normal,
NHI says, adding: We have
analysed the situation and set up
a task force.
NHI has acquired special mate-
rials that can provide protection
against corrosion, including a sur-
face coating to prevent water from
adhering to the metal fuselage.
Another way to stop metal- on-
metal corrosion is to place plas-
tic inserts between pieces of
metal, it adds.
The company is now in dis-
cussions with the Dutch govern-
ment on the resumption of deliv-
eries, while retrotting currently
operational aircraft may also be
an option.
Our [oil and gas
customers] dont have
to have dedicated
assets when they
can use the 525
Chief executive, Bell Helicopter
Sikorsky plots safer course for S-76D
ikorsky is working to add its
automated Rig Approach sys-
tem to the S-76D medium-class
helicopter, following successful
introduction of the technology on
the heavier S-92.
Carey Bond, president com-
mercial systems and services at
the US airframer, says: What is
good in the heavy market is good
in the medium market.
Key to the successful integra-
tion of Rig Approach is the pro-
cessing power of the rotorcrafts
ight-control computers, and the
one thing on the S-76D is that
there is a lot of processing power,
Bond adds.
Sikorsky has been driving re-
search into automated rotorcraft
ight through its SARA ying test
lab, which uses an S-76 airframe
equipped with a suite of ad-
vanced systems.
Technology derived from
SARA is utilised in the Rig Ap-
proach system, which was intro-
duced in the USA with operator
PHI in November 2013. PHI will
now retrot its entire S-92 eet
with the system, says Bond, and
he believes other operators will
follow suit. I fully expect all
major oil and gas operators to in-
stall it, he says. We think about
automation as the biggest change
we can make to improve safety.
EASA certication of the sys-
tem is anticipated shortly.
The 5.3t S-76D entered service
earlier this year with Trinidads
National Helicopter Services, and
the lead helicopter recently com-
pleted more than 500h of ight
time, Bond adds.
Farnborough was the second major showing for the configuration
Bell displays SAR 525 amid
Relentless marketing drive
First fight of new clean-sheet helicopter nears as airframer touts types rescue capabilities
NHI condent
on corrosion
x for NH90s
NFH variants are affected
22-28 July 2014
Flight International
he UK Ministry of Defence
has formally signed a 90
million ($154 million) deal with
AgustaWestland to integrate two
new missile types on the Royal
Navys future AW159 Wildcat
Through the Future Anti-Sur-
face Guided Weapon (FASGW)
programme, the Royal Navy is to
receive the Thales-built light and
MBDA-developed heavy missile
variants for use on its 28 ordered
maritime rotorcraft.
Philip Dunne, minister for de-
fence equipment, support and
technology, signed the deal with
the Anglo-Italian airframer at the
show. In addition to enhancing
the rotorcrafts capability, the
deal will also create jobs within
the UK, he says.
The capability this provides
to the Wildcat is innovative and
game changing, he says. The
missiles will be ight tested
aboard the aircraft in 2018-2019,
and will be ready for deployment
by 2020. Work will be carried
out at AgustaWestlands Yeovil,
Somerset facility.
Utilising missiles developed
by the two companies, the
FASGW programme also serves
to enhance the UKs relationship
with the French government.
The deal also leads on from an
Anglo-French summit in January,
at which both nations pledged to
co-operate more on defence ac-
quisitions. The heavy missile
will also be used with the French
navys NH Industries NH90s, and
potentially also its Airbus Heli-
copters AS565 Panthers.
Meanwhile, there was a further
boost for AgustaWestland with
the granting of military type certi-
cation for its AW149 by Italys
Armaereo defence aviation pro-
curement body. This follows a
series of operational tests with
the countrys air force.
AgustaWestland says with the
approval in place, the 8.5t heli-
copter a militarised variant of
the civil AW189 is now ready
to enter the international market
to meet a number of eet mod-
ernisation requirements.
The rst test for the AW149 will
come in Poland, where it is being
offered for Warsaws tri-service
contest for 70 transport helicop-
ters. A decision on the procure-
ment is expected later this year.
irbus Helicopters is planning
a rapid return for the technol-
ogy employed on its record-
breaking X3 compound rotorcraft
demonstrator, which ew off into
retirement last month.
During an almost three-year
test campaign, the X3 which
features a pair of propellers
mounted on stub wings, coupled
with a set of standard rotors on an
AS365 Dauphin fuselage cap-
tured numerous speed records,
with the rotorcraft being taken to
255kt (472km/h) on 7 June 2013.
The helicopter has since been
handed over to Frances Muse
de lAir et de lEspace at Paris Le
Bourget airport.
However, Airbus Helicopters
will now utilise the technologies
validated during the X3s 155h of
ights to lead the development of
a brand-new high-speed rotor-
craft, under the auspice of the Eu-
ropean Commissions Clean Sky
2 greener aviation programme,
which has just been given the
green light. Dubbed LifeRcraft by
the airframer or low impact fast
and efcient rotorcraft it is tar-
geting a cruise speed of 220kt.
Clean Sky 2 calls for prelimi-
nary studies, architecture and
specications to be concluded
this year, with development and
testing of components and sub-
systems envisioned in 2016-
2018, says the airframer.
Flight evaluations could start
in early 2019, it says. There is a
lot of value in the application of
compound helicopters not only
in terms of performance, but they
also offer a high level of safety
and reliability, says Airbus Heli-
copters chief executive Guil-
laume Faury.
In hostile environments, such
as search and rescue, coastguard
and border patrol and offshore
operations, these characteristics
are vital, he says.
Clean Sky 2 is planned to run
from 2014 to 2023, with 4.05 bil-
lion ($5.55 billion) in funding.
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X3 helicopter technology climbs aboard LifeRCraft
Flight International
22-28 July 2014
Boeing to offer 200 seats on Max 8
Seattle believes 11-seat advantage over Airbus A320neo will give it a further advantage in the single-aisle battlefeld
For up-to-the-minute air transport news,
network and feet information sign up at:
leven seats is now the differ-
ence in the lucrative heart of
the narrowbody market.
Ten days after Airbus unveiled
a 189-seat A320neo, Boeing struck
back with a plan to add a 200-seat
version of the 737 Max 8.
The move by Airbus was in-
tended to match the baseline ver-
sion of the 737 Max 8, which is
limited to 189 seats due to its exit
capacity. As Boeing often notes,
the 737 Max 8 enjoys a 2.24m
(88in) advantage over the
A320neo in fuselage length, leav-
ing Airbus little if any room to
raise the seat count even higher.
Ryanair chief executive Mi-
chael OLeary, one of Boeings
biggest 737 customers, was not
present at the show, yet he seems
largely responsible for Boeings
decision to offer a 200-seater.
For several years the low-cost
carrier has agitated for Boeing to
raise the seat count on the
737-800 to 199 seats, which is the
maximum accommodation al-
lowed before a fth ight atten-
dant must be added.
Boeing has not yet announced
any customers for the 200-seater,
nor has it settled on the nal
branding (despite a confusing ex-
change between reporters and
president and chief executive of
Boeing Commercial Airplanes
Ray Conner during a media brief-
ing). But Boeing expects the new
variant will appeal to the growing
eld of low-cost carriers, which
prize density above all. Its cer-
tainly a big enough market to go
for it for us, Conner says.
Only a year ago, the size of the
market had not impressed Boeing
enough to come through on
OLearys demands. Airbuss
move to add nine seats to the
A320neo clearly motivated a re-
sponse from Boeing, but competi-
tive forces were only one factor.
Indeed, Boeing has become
steadily bolder as the company
becomes more comfortable with
the design and performance pre-
dictions for the 737 Max.
However, it must be remem-
bered that Boeing launched the
re-engining project in August
2011. The 787 nally entered
service two months later, and Boe-
ing was still in no mood to take on
anything that seemed risky. In the
past year, however, there have
been signs that Boeing is
regaining a bit of its old swagger,
while still being careful to limit
risky development projects.
The 737 Max has reected
Boeings more condent mood. A
year ago, Boeing accelerated the
entry-into-service milestone by
three months to the third quarter
of 2017. More recently, Boeing
executives hinted that the deliv-
ery schedule could be advanced
even further.
The aircrafts predicted perfor-
mance has also improved, with
specic fuel consumption rising
by 1.5 percentage points.
So it follows that the airframers
position on the 200-seat 737 Max
has evolved. A year ago, Conner
answered all questions about a
199-seat Max by repeating a line
that Boeing was focused on deliv-
ering the 189-seat version rst
and only then would entertain
even minor variants.
Twelve months later, the com-
pany feels more condent about
directly and swiftly responding
to the 189-seat A320neo. It was
never a question of whether the
technology was available. Boeing
introduced a mid-cabin exit door
on the 707. In 2006, the company
unveiled the mid-cabin exit com-
plex on the 737-900, which al-
lows capacity on that larger vari-
ant to increase from 189 to 215.
The same exit door will be in-
stalled on the 737 Max 9, and
now is being brought forward as
an option on the 737 Max 8.
Ryanair chief executive
Michael OLeary has been
badgering Seattle for a
high-density variant for years
[Low-cost carriers
are] certainly a big
enough market to
go for it for us
CEO, Boeing Commercial Airplanes
We dont need
to make it look
like a ghter with
folding wings
Announcing the A330neo,
Airbuss JOHN LEAHY has
a none-too-subtle dig at
Boeings 777X
22-28 July 2014
Flight International
uperjet International had a
message for rival Embraer at
the show watch out, we are
coming after you in your own
back yard.
The Italian company respon-
sible for marketing the Russian-
built Superjet 100 in Western
countries sees Brazil and the
rest of Latin America as one of its
key markets. It also believes the
positive experiences of the air-
crafts sole customer Mexicos
Interjet will help it win further
business in the region.
At a joint press conference on
Monday, Interjets chief execu-
tive Jose Luis Garza Alvarez said
that the carrier has been getting
better-than-expected fuel econo-
my and dispatch reliability from
the 93-seat type, and conrmed it
is in talks to convert 10 options
into orders, and aims to make a
decision in the nal quarter.
Other Latin American airlines
are watching Interjet with inter-
est, says Nazario Cauceglia,
chief executive of Superjet Inter-
national. We are certainly not
discouraged about competing in
the home of our competitor.
The move comes as the two or-
ganisations responsible for mar-
keting the Superjet exhibited to-
gether for the rst time at
Farnborough, using a joint chalet
and each had one of its custom-
ers aircraft on show.
An UTAir example was one of two Superjets on display in the static
Superjet targets Embraers home turf
Distributor of Russian-built jet sees Latin America as key market, as Mexicos Interjet reports impressive performance
As well as the Interjet aircraft
on display outside the pavilion of
Superjet International parent
Finmeccanica, there was also an
SSJ100 in high-density 103-seat
conguration and special livery
operated by Russias UTAir.
Sukhoi Civil Aircraft (SCAC)
a joint venture between the Rus-
sian design bureau and Alenia
Aermacchi has responsibility
for marketing the aircraft in the
CIS and Asia. We used to go to
shows separately, but since Paris
[air show in 2013], we proposed
to SCAC that we integrate the
chalet, and thats what we did,
says Cauceglia. The experience
was positive, so now we have de-
cided to continue.
Farnborough is important to
Superjet International, he says,
because now we can really sell
to the market the service experi-
ence of our Western customer.
They like this aircraft so much.
Having the two aircraft on dis-
play reinforces the message that
this is a worldwide aircraft,
adds Cauceglia. The Superjet is
operating in the hot and high cli-
mate of Mexico City and in the
northern Russian winter.
There is another benet to
exhibiting together.
At last years Paris air show,
tensions emerged between the
two partners at a Finmeccanica
brieng. This year we are saying
the partnership is solid, says
Cauceglia, who adds that Alenia
Aermacchi parent Finmeccanica
would not have agreed to display
the Superjet as part of the pavil-
ion if it had doubts about its fu-
ture. Indeed, Cauceglia insists
that with the Mitsubishi Regional
Jet still in development, the
Superjet remains the only new-
generation regional jet currently
in commercial service.
Meanwhile, Kazakhstani
carrier Bek Air has agreed to take
delivery of seven Superjet 100s.
Bek Airs Superjets will be con-
gured in an all-economy layout.
Three will be delivered in 2015
and the other four in 2016.
The aircraft supplied will be
the long-range version, and tted
with 103 seats.
This [order signature] opens
new prospects on the aviation
operations market for [Superjets]
within the Eurasian Economic
Union, the airframer says.
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Flight International
22-28 July 2014
For all the latest news, images
and video from the show, visit:
TR is condent it will pass
its previous record year for
orders of 157 in 2011 after unveil-
ing a string of new commitments
at the show.
The European turboprop man-
ufacturer had secured 144 rm
aircraft orders and options on
another 112 at the halfway stage.
We are getting close to our
record year, says ATR chief ex-
ecutive Patrick de Castelbajac.
We are condent that we will
surpass the 157 aircraft target
before the end of the year.
Nordic Aviation Capital placed
the largest commitment during
the show, with 75 units. The
Danish operating lessor ordered
25 ATR 42-600s and took options
on 50 more.
The deal not only solidies
NACs position as ATRs largest
customer, it also gives it a
substantial lead against other
operating lessors in the turboprop
market. Last year at the Paris air
show, it signed for up to 90 ATR
aircraft while in October 2013 it
committed for up to 35 ATR 600
series. Unlike these earlier orders,
which were predominantly for the
larger ATR 72, the latest batch are
for the ATR 42-600.
NAC chairman Martin Moller
says the lessor sees a solid de-
mand in the 30-50 seat market as
well as additional capacity. We
have a good idea about where
half of this rm order will be
going to be placed, he says.
It was not the only lessor to
give a ringing endorsement at the
show. By far it is the most com-
mercial turboprop programme
ever built and is the only one that
has sold and delivered more than
1,100 units, says Air Lease chief
executive Steven Udvar-Hazy,
after the lessor ordered a further
seven ATR 72s to take its orders
for the type to 28.
We think the ATR 42/72
family has a long way to go and
eventually could reach 2,000
units, he adds.
Other ATR commitments at
the show include 30 from
Avianca parent Synergy Group,
including 10 rm orders; six rm
and six options from soon to be
rebranded Myanma Airways; and
additional ATR 72-600s for Air
New Zealand, Air Tahiti and
Maldives-based Villa Air.
The announcements take
ATRs orderbook at more than
500 units for its -600 series.
Todays backlog stands at 325
units a historical high, repre-
senting about three-and-a-half
years of production.
mbraers re-engined E2 left an
impact on this years Farnbor-
ough air show, as rival
Bombardier sought to make the
best of the industrys biggest gath-
ering after an unfortunately timed
engine failure on its CSeries jet.
Embraer ofcially launched
the E2 at last years Paris air show
and ensured that its latest
commercial offering stayed in the
spotlight at Farnborough with a
cabin mock-up of the E2 cabin.
Equipped with larger windows
and overhead bins, mood lighting
and a staggered business class seat
conguration, it formed part of the
airframers strategy to win new or-
ders. And it certainly did, unveiling
a tentative order for up to 100 E175
E2 jets from US regional carrier
Trans States Holdings followed by a
commitment for up to 50 E195 E2s
from Azul. The Brazilian carrier
will be the E195 E2 launch operator.
The new orders come as Em-
braer expects to freeze the design
of the E190 E2 by end-2014, with
the rst iron bird to be ready in
2015. The Brazilian airframer also
continued to disclose more orders
for its current generation E-Jet, the
E1. Existing customer Fuji Dream
Airlines, among others, was re-
vealed as the customer behind a
rm order for three E175s with an
additional three options.
While the E2 dominated head-
lines at Embraer, Bombardier tried
to play down the absence of its in-
development CSeries jet. A failure
involving the aircrafts Pratt &
Whitney engine in late May
grounded the aircrafts ight test
programme and dashed any hopes
of the CSeries making its interna-
tional debut at Farnborough.
Bombardier Commercial Air-
craft president Mike Arcamone
attempted to shrug off the CSeries
absence, saying that other com-
ponents of the testing programme
are still progressing as the air-
framer hopes to resume ight
testing in weeks.
Despite the CSeries missing
Farnborough, Arcamone says the
airframer would rather have
prospective customers visit
Bombardiers facilities for a
hands-on experience with its new
jet instead of jostling with the
crowds at a major air show.
The airframer has detailed new
commitments for the CSeries, in-
cluding its rst African CSeries cus-
tomer. The unidentied airline has
agreed to acquire ve CSeries air-
craft. Arcamone says the carrier al-
ready operates the CRJ and Q400,
suggesting African airlines SA Ex-
press, Arik Air and Rwandair. Arik,
in particular, has indicated interest
in the CSeries.
An existing CS300 customer,
believed to be Russias Ilyushin
Finance, committed to order up
to 13 additional CS300s.
Bombardier had a Q400 in Ethiopian AIrlines colours in the static display
E2 capitalises on CSeries misfortune
Embraer maintains momentum as Bombardier seeks to downplay impact of absence of its in-development jet from show
Farnborough orders propel ATR toward new record
22-28 July 2014
Flight International
SL Aviation Group has
signed a letter of intent to
purchase 10 Lockheed Martin
LM-100J freighters, in a develop-
ment that will see the company
move forward with certication
of its civil version of the C-130J
Super Hercules.
The LM-100J will have a list
price of about $65 million and
deliveries should start in 2018,
says Lockheed Martin Aeronaut-
ics executive vice-president Or-
lando Carvalho.
Hugh Flynn, chief executive
of Dublin-based ASL, says the
LM-100Js will gradually replace
nine Lockheed L-100 Hercules
operated by ASL subsidiary Sa-
fair, a South African-based char-
ter and logistics company.
Flightglobals Ascend Fleets da-
tabase records six of these as
being in current use; built be-
tween 1967 and 1976.
Flynn praises the Herculess
durability, reliability and perfor-
mance from short airelds in re-
mote locations.
Carvalho says Lockheed began
the LM-100J certication process
with the US Federal Aviation Ad-
ministration earlier this year, and
expects to nish the activity by
the end of 2017. A nal valida-
tion period will follow.
Lockheed built 115 L-100s,
which were based on its original
C-130 Hercules, between 1964
and 1992.
In the early 1990s, it began pro-
ducing the new-generation C-
130J for military customers, but
only recently began offering an
upgraded civil variant.
The LM-100J will have rough-
ly 50% more range than the
L-100, with the ability to y
2,200nm (4,070km) with a pay-
load of 18,200kg (40,000lb),
Lockheed said in February. The
transport will have a top speed
of 355kt (657km/h) 10% faster
than its predecessor and will
require a ight crew of two, rath-
er than three.
The LM-100Js four Rolls-
Royce AE2100D turboprops will
provide 30% more power than
the L-100s Allison T-56 power-
plants, according to Lockheed. It
will also burn 15% less fuel than
its predecessor and cost 35%
less to maintain.
Lockheed currently produces
24 Super Hercules annually at its
Marietta, Georgia facility, and
will sustain that rate for the fore-
seeable future. It is also in the
process of negotiating a new US
multiyear contract for 78 C-130Js,
and says it has enough orders to
extend production well into the
next decade.
LM-100J lifts off with rst customer
Selection to replace chartering and logistics companys L-100s edges civil version of C-130J Hercules towards production

South Africas ASL Aviation Group plans to operate the type 32
Flight International
22-28 July 2014
Read all the news and analysis from the
cutting edge of human space exploration:
he UK is laying the ground-
work for a commercial space
transportation industry by open-
ing a consultation on a site for a
spaceport and looking across the
Atlantic for guidance on how to
regulate the business of ferrying
passengers to space, with opera-
tions possible from 2018.
A memorandum of under-
standing signed at the show will
see the UK Civil Aviation Author-
ity and UK Space Agency work
with the US Federal Aviation Ad-
ministration to ensure operations
are safe without keeping compa-
nies Earth-bound with excessive
Aviation minister Robert
Goodwill speaking in place of
David Willetts, the science minis-
ter who lost his job in last weeks
Cabinet reshufe said the UKs
goal is to command 10% of a
global space business estimated
to be worth some 400 billion
($684 billion) by 2030.
Goodwill underscored the UK
governments understanding that
spaceplane technology for so-
called space tourism was just
over the horizon, and is expected
to be adaptable to launch small
satellites. Critically, enabling low-
cost launches of small satellites
a UK industrial strength is key to
that strategy, he says.
The UK is looking to learn
from best practice, which at this
point means the FAA which
currently is the only safety au-
thority yet to establish rules on
space tourism.
FAA associate administrator
George Nield says the administra-
tion takes a different approach
with space tourism than aviation,
regulating operations rather than
equipment and treating the ma-
chines as experimental aircraft.
A certication regime would
stie commercial operators, he
says. Operators like Virgin Galac-
tic which plans to begin
suborbital tourism operations as
early as end-2014, from a pur-
pose-built spaceport in New
Mexico are not to be treated as
common carriers.
Rather, passengers will be ad-
vised of the hazards of spaceight
and have to waive any rights to
sue the operator before ying.
Ultimately, Nield says, the devel-
opment of high-speed point-to-
point travel by suborbital craft
depends on allowing operators
wide development freedom as
existed in the pioneering days of
aviation rather than restricting
them to dened routines and
equipment, as is generally dictat-
ed by modern civil aviation regu-
lations. UK Space Agency chief
David Parker stresses no deci-
sions had been taken as to wheth-
er or not a UK spaceport would
enjoy any public subsidy.
However, in beginning to es-
tablish a regulatory programme
and identifying eight remote lo-
cations with suitable weather and
potential for a 3,000m (9,800ft)-
plus runway, the UK is making it
possible for entrepreneurs to pro-
vide low-cost access to space
from British territory.
The long runway feature
assumed to characterise any
spaceport underscores UKSAs
belief that commercial space
transport operations will be via
spaceplanes. Spaceport America
the state of New Mexico-subsi-
dised facility hosting Virgin Ga-
lactic boasts a runway of more
than 3,650m.
Virgin Galactics operation re-
calls the X-15 era. A six-passen-
ger, rocket-powered spaceplane
is lifted by a specially built carri-
er aircraft to 50,000ft, where it is
released to continue its ascent to
328,000ft by its own rocket
power, entering a short suborbital
trajectory and then a gliding re-
turn to the runway.
Signicantly, Virgin Galactic is
also planning to offer satellite
launches. By substituting a boost-
er rocket for the passenger-carry-
ing SpaceShipTwo, it believes it
UK space industry readies for launch
With sub-orbital transport set to boom in coming years, country is moving to secure a share of the burgeoning business
Scotland prevails in spaceport shortlist
In shortlisting locations for a space-
port, the UK Space Agency looked
for remote places where the unin-
volved general public would be at
minimal risk from accidents.
Other factors included the selec-
tion being a site where operations
within segregated airspace would be
feasible, a 3,000m (9,800ft)--plus
runway could be accommodated and
which is on the coast, where weath-
er is most amenable including by
offering take-off into prevailing wind.
The eight locations chosen are:
Newquay Cornwall, Llanbedr,
Campbeltown, Glasgow Prestwick
and Stornoway airports, the RAF sta-
tions at Lossiemouth and Leuchars,
and Kinloss Barracks.
Six of those sites are in Scotland,
where voters will go to the polls in
September to choose yay or nay on
When asked if geographic con-
centration refected any hope to
sway the countrys imminent inde-
pendence referendum, UKSA chief
Dave Parker merely says the agency
assumed Scotland would remain
part of the United Kingdom. In any
case, no site will be actually chosen
until well after the vote.
Airbuss spaceplane would use both turbofan and rocket engines
could push payloads of up to
250kg (550lb) into low-Earth
orbit. The LauncherOne pro-
gramme was unveiled by Virgin
boss Richard Branson to great
fanfare at the 2012 Farnborough
air show.
Enthusiastic potential custom-
ers include Surrey Satellite Tech-
nology (SSTL). The low-cost and
low-mass satellites pioneer is a
shining star of the UK space
industry and probably the
worlds largest satellite manufac-
turer, by volume.
But as a company spokesperson
reminded Flight International at
this years Farnborough, the cost
of access to orbit remains a major
impediment to growth.
Modern electronics mean
small satellites can increasingly
provide services that previously
needed very large platforms but
launch costs in the tens of mil-
lions of dollars force operators to
book multi-payload ights.
Sharing launch costs makes
many missions affordable, but
leaves operators at the mercy of
the timetable of payload partners.
SSTLs most recent launch was
its 150kg-class demonstrator
TechDemoSat-1 by Soyuz rocket
from Baikonur, as one of more
than four secondary payloads.
US government control of the
export of sensitive technologies
so-called ITAR rules would be
problematic for UK operation of
Virgin Galactic craft. However,
while UKSA says it is looking at
ways to work around the ITAR
issue, there may be home-grown
options. Airbus Defence & Space,
which conducts much of its R&D
and manufacturing at Stevenage
in the UK, is developing a
runway take-off and landing sub-
orbital spaceplane that would
carry both turbofan and rocket
Although it has been running
slowly since its start in 2007, the
programme has recently been
A May drop test from 3,000ft
off the coast of Singapore of a
quarter-scale model with active
ight control surfaces will be
followed in early-2015 by a 30km
(19 mile) drop from a stratospher-
ic balloon, to test the aircrafts su-
personic ight.
Programme head Stphane
Latieule says the goal is to
develop key technologies for
three promising markets space
tourism, scientic exploitation of
suborbital microgravity and the
launch to low Earth orbit of small
satellites via second and/or
third-stage rockets which are
released at altitude.
Another UK company, Reac-
tion Engines, hopes to revolu-
tionise access to full orbital ight.
The company is pitching a
system based on a radical air-
breathing rocket engine it claims
will be capable of driving airline-
style operations with a runway
take-off and landing, and features
a reusable single-stage-to-orbit
The company, based near the
UKs space industry cluster in
Oxfordshire, in late 2013 won a
grant of 60 million of UKSA
support toward the 350 million
or so it needs to have a prototype
of its SABRE engine in bench
testing by 2017 and ready for
ight tests from 2020.
Passengers will be
advised of the hazards
of spaceight and
have to waive any
rights to sue the
operator before ying
14-16 OCT 2014
In association with
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Spaceport America
is a key inspiration
for the UKs future
space business 34
Flight International
22-28 July 2014
For more coverage of the burgeoning
unmanned air system sector log on to
ockheed Martin is preparing a
series of ights to prove the ca-
pability of its K-Max unmanned
rotorcraft to transport and deploy
an autonomous ground vehicle.
In an effort to prove the poten-
tial of robots moving robots, the
vertical take-off and landing un-
manned air vehicle derived
from a Kaman-designed manned
helicopter will next month take
part in the US Army-led trials,
which will see it carry a Lockheed
squad mission support system
(SMSS) at Fort Benning, Georgia.
For this demonstration the
thought process behind it is to use
unmanned to move unmanned,
Jon McMillen, business develop-
ment lead for K-Max, says. This
will be getting assets in the air to
move things on the ground. This
is really a proof of concept of how
this will happen.
The K-Max is capable of carry-
ing loads of up to 2,720kg
(6,000lb), while the SMSS un-
manned ground vehicle can
weigh some 1,820-2,270kg.
K-Max aircraft have been de-
ployed in Afghanistan in a cargo-
transport role for the US Marine
Corps, during which the type has
carried 2,040kg payloads in the
hot and high conditions.
Its far more than many aircraft
could do, McMillen adds.
Meanwhile, the UAV is also
due to undergo further testing
with the US Army under its au-
tonomous technologies for un-
manned aircraft systems pro-
gramme. The K-Max has
previously demonstrated multiple
vehicle-agnostic autonomous
capabilities as part of this effort.
Previous testing was carried out
in 2013, but modications have
since been made to the system,
which the army is expected to test
in the coming months.
We are essentially extending
that work that we did, McMillen
says. Weve been doing rene-
ments and will be ramping up the
ight testing portion.
In parallel to the military test-
ing, Lockheed is also looking to
certicate the platform for ight in
US civil airspace.
McMillen says this could open
up the use of the K-Max for emer-
gency service applications such as
AE Systems lifted the veil on
a second series of ight tests
with the Taranis unmanned com-
bat air vehicle demonstrator, as
the UK and French defence min-
istries also strengthened their
commitment to jointly study a
future operational platform.
The highly classied Taranis
was rst own at an undisclosed
foreign location in August 2013,
but it was not until February that
BAE and its industry partners
which include Adour 951 engine
supplier Rolls-Royce were al-
lowed to disclose limited details
about a rst series of ights.
Chris Garside, BAEs engineer-
ing director for future combat air
systems, reveals that a second
round of test ights was per-
formed between late 2013 and
early 2014. These included ying
the demonstrator in a fully
stealthy conguration, making it
virtually invisible to radar.
The aircrafts communications
antennas were replaced with
signature control variants, and
an air data boom installed on the
nose for earlier tests removed in
favour of using a conformal ight
data gathering system.
The latter installation had
very little impact on the radar
cross section, Garside says. Key
elements of the trial included
showing the aircrafts ability to
autonomously navigate to a
search area before detecting a tar-
get using representative sen-
sors and generating an attack
prole for approval by an opera-
tor. We were particularly
pleased with the handling and
performance of the aircraft, says
Garside, who adds that ight tri-
als have continued to meet all of
the programme objectives.
Taranis is now back in the UK
undergoing maintenance, and
discussions are continuing with
the MoD with regard to further
planned ight testing, BAE says.
Meanwhile, the UK and
France signed a two-year feasibil-
ity phase deal linked to a bilateral
future combat air system pro-
gramme. Worth 120 million
($205 million), the activity is to
involve airframers BAE and Das-
sault, propulsion system suppli-
ers R-R and Snecma and sensor
and communications specialists
Selex ES and Thales.
The activity also will draw on
the companies experiences with
the Taranis and Dassault-led
Neuron unmanned demonstrator
The rotorcraft is capable of carrying loads of up to 2,720kg
The UCAV design is virtually invisible to radar, according to BAE
Lockheed readies K-Max for UGV deployment trials
Taranis goes fully stealthy for tests
UK demonstrator met objectives during second round of analysis, including autonomous navigation and attack profling



22-28 July 2014
Flight International
Malaysian funding
to revive Evektor
EV-55 development
Taranis proves
the technologies
for the next
chapter for the
British aerospace
engineering director for future
combat air systems, on the
importance of the UKs
demonstrator activity
K-based Rotron Power is to
supply CybAero with en-
gines for its Apid 60 unmanned
air vehicle including a newly-
launched heavy fuel powerplant.
The Apid 60 will employ the
manufacturers RT600 engine in
both its gasoline-powered and
heavy fuel guises, says chief ex-
ecutive Jim Edmondson. Rotron
hopes to see the Apid 60 ying
with its new engine by the end of
2014, he says.
The selection comes with the
announcement that Rotron will
offer the rst commercial, off-the-
shelf heavy fuel engines in the
20-60shp (15-45kW) category.
Our new partnership with
CybAero is a massive step for Ro-
tron towards becoming a global
leader, says head of operations
Charlie Nicoll.
The burn pattern of the engine
was the biggest challenge Rotron
faced while developing the new
powerplant, Edmondson says.
CybAero selects
Rotron for Apid
60 powerplant
gustaWestland has complet-
ed demonstration activities
of an optionally-piloted helicop-
ter based on the SW-4 Puszczyk
light-single manufactured by its
Polish subsidiary PZL Swidnik.
The SW-4 Solo has been devel-
oped under a research contract
with the Italian defence ministry
to evaluate modern remote-
controlled rotorcraft technology
and its potential to provide en-
hanced capabilities for the Italian
armed forces, says the Anglo-
Italian airframer.
Flight testing, carried out in
Poland and Italy, began in Sep-
tember 2013 and concluded in
May, with nal evaluations con-
ducted in Frosinone, Italy.
Test activities included system
monitoring, hands-off and remote-
controlled manoeuvres, hovering
and a range of mission proles. A
pilot was on board during the op-
tionally piloted phase of the test-
ing as a safety precaution, the
company says. The Solo platform
could perform a number of
missions, including personnel
transportation, surveillance and
intervention, it adds.
Alongside the work with Italy,
AgustaWestland is also collabo-
rating with the UK Ministry of
Defence on a programme to
evaluate advanced [rotorcraft
unmanned air system] technolo-
gy and its capabilities.
ekever has introduced two
new unmanned air vehicles
to its family of systems one of
which was involved in a ying
display at the show.
The AR2 Carcara was due to
get airborne with the older AR4
Light Ray a hand-launched type
that has been used by NATO op-
erators in Kosovo.
The AR2 was originally devel-
oped by Brazils Santos Lab, and
has been adapted by Tekever to
advance the types performance.
It is being launched alongside
the AR5 Life Ray Evolution
medium-altitude, medium-en-
durance UAV.
AgustaWestland completes
Solo demonstration ights
Optionally-piloted helicopter developed under research contract with Italian defence ministry
Tekever expands line-up with UAV pair
The Carcara has a 2.1m (6.9ft)
wingspan, is 1m in length and
has a 2.5h endurance. The AR5
has a 4.3m wingspan, is 3m in
length and has an endurance of
8-12h, and has a maximum take-
off weight of 450kg (991lb). The
UAV can be provided with a sat-
ellite communications t for be-
yond line-of-sight operations.
Additional fuel tanks on the air-
crafts wings may be an option in
the future, says Ricardo Mendes,
Tekevers chief operating ofcer.
Brazils navy already operates
the Carcara, and under its
teaming agreement with Santos
Lab, Tekever is now promoting
the system outside the military
sector to potential law enforce-
ment customers.
Portuguese company Tekever
launched a UK division in Sep-
tember 2013. This is anticipating
testing some of its systems with
the UK Ministry of Defence in
August, through the Autono-
mous Systems Underpinning Re-
search programme at Larkhill in
Wiltshire. This activity will focus
on interoperability of UAVs and
how they share information.
The companys UK division is
also best-placed to expand sales
in regions such as the Middle
East, Mendes believes.
The work involved
adapting the PZL
SW-4 Puszczyk 36
Flight International
22-28 July 2014
Keep up with the latest news and read
in-depth analysis from the business
aviation sector:
iaggio Aero has secured the
rst major contract for its new
Avanti EVO, in a deal that could
eventually be worth as much as
$370 million at list prices.
Hong Kong-headquartered in-
vestment and advisory rm Bra-
via Capital plans to acquire up to
50 of the twin-engined turbo-
props in a commitment compris-
ing 10 rm orders and 40 options,
with deliveries scheduled to
begin early next year.
The third-generation Avanti
will be used for passenger trans-
portation in the USA. The EVO
will service the East Coast, West
Coast and numerous other areas,
says Bravia Capital chief execu-
tive Bharat Bhise.
The $7.4 million EVO was
launched in May and incorporates
a host of improvements over its
Avanti II predecessor. Piaggio
Aero hopes to clinch certication
for the twin-pusher in September.
Piaggio Aero handed over the
rst extended-range variant of the
Avanti II at the show to Chinese
operator SR Jet. This aircraft is
part of a multi-million dollar deal
for up to 10 of the type placed last
year by SR Jets parent company,
Sparkle Roll Group.
A new auxiliary tank raises the
Avanti IIs fuel capacity to
1,470kg (3,240lb), and helps to
boost its range with four passen-
gers to 1,720nm (3,190km).
vektor has secured a $200
million investment from Ma-
laysian company Aspirasi Perti-
wi, giving the Czech design and
engineering company much-
needed backing to complete certi-
cation of its agship EV-55
Outback utility aircraft.
The twin-engined turboprop
was launched in 2005, but a lack
of funding has slowed develop-
ment of the 14-seater, which was
originally scheduled for service
entry in 2013.
Initially Evektor bankrolled
the programme using company
prots generated by its light sport
aircraft range and other engineer-
ing projects, alongside a Czech
government grant.
However, Evektor deputy di-
rector Petr Sterba says: This
hasnt been enough to complete
development. But this latest in-
vestment should get the EV-55
back on track. We would like to
secure certication within the
next two and half years.
The funding from Malaysia will
be invested in the Evektor group
over the next decade, with a view
to creating a global brand in both
the aerospace and automotive sec-
tors. The EV-55 is the companys
immediate priority, however.
Sterba says Evektor will use
the initial tranche of money to
complete certication of the tur-
boprop, which it estimates will
cost around $50 million.
The rst EV-55 prototype
(MSN001) made its maiden sortie
in 2011 and has logged 172h to
date. A production-conforming
aircraft is now being assembled
in preparation for rst ight early
next year.
Powered by a pair of Pratt &
Whitney Canada PT6A-21 en-
gines, the EV-55 is Evektors rst
foray into the business and utility
aircraft market.
The manufacturer says its ob-
jective with the model is to re-
place the huge eets of obsolete
six- to nine-seat piston twins, in-
cluding Cessna 402/404s, and be
a successful competitor to sin-
gle-engined rivals like the Cessna
Caravan and Pilatus PC-12.
Malaysian funding to revive
Evektor EV-55 development
Czech airframer secures much-needed backing to complete certifcation of 14-seat Outback
The utility aircraft is powered by a pair of Pratt & Whitney Canada PT6A-21 turboprops
gustaWestland celebrated the
handover of the rst AW189
medium twin-engined helicopter
to its Asia-Pacic launch custom-
er Weststar Aviation Services.
The 8.3t AW189 will join
Weststars AW139 intermediate
twins in performing offshore
transport missions, with a second
scheduled for delivery in the sec-
ond quarter of 2015.
Weststar also has an order in
place for 34 AW139s and two
AW169s, and has ambitious
plans for further growth.
To cater for the [oil and gas]
industrys burgeoning operation-
al needs, we aim to expand our
eet to 100 helicopters in the
next ve years, says Weststar
chief executive Gen Tan Sri Mu-
hammad Ismail Jamaluddin.
AgustaWestland has also se-
cured its rst UK air ambulance
customer for its AW169, with an
order for the intermediate twin
from the Kent, Surrey & Sussex
Air Ambulance Trust.
The 4.5t rotorcraft is scheduled
for delivery in the fourth quarter
of 2015.
It will be operated on behalf of
the trust by UK helicopter sup-
port and maintenance company
Specialist Aviation Services,
which committed to six of the air-
craft at the Farnborough air show
in 2012.
marks double
frst for civil duo
Piaggio Aero clinches frst order for Avanti EVO
Sparkle Rolls Ji Xingzhuo with
Piaggio Aeros Carlo Logli
22-28 July 2014
Flight International
Atlas deliveries
ready to power up
wo recently introduced mid-
size business jets made their
European debuts at Farnborough.
Bombardiers newest family
member the super-midsize
Challenger 350 made a eeting
visit to the static display, where it
was anked by its ultra-long-
range Global 6000 and superlight
Learjet 75 stablemates.
Bombardier is hoping to drum
up sales of the 10-seat aircraft
across the continent ahead of Eu-
ropean certication for the twin-
jet, which is scheduled for the
third quarter.
The $26.5 million Challenger
350 which entered service last
month with fractional operator
NetJets is an upgraded version
of the 10-year-old Challenger 300.
The type features more power-
ful Honeywell HTF7350 turbo-
fans, an increased maximum
take-off weight, a longer range
and an upgraded interior.
Cessnas newly certicated
Citation X+ also touched down at
the show after completing its rst
transatlantic ight.
The worlds fastest commercial
aircraft an upgrade of the 18-
year old Citation X was
launched four years ago to help
revive interest in Cessnas mid-
size offering.
Three of the $22 million type
have been delivered since the 12-
seat aircraft entered service last
The type features uprated
Rolls-Royce AE3007C2 engines, a
Garmin 5000 ightdeck, im-
proved performance and pay-
load, a longer and refurbished
cabin and winglets as standard.
ohn Edgley, designer and de-
veloper of the iconic Optica
observation aircraft, is hoping to
nd a buyer for the three-seater
who can restore the brand.
This is an opportunity to pur-
chase a unique aircraft pro-
gramme and get it into produc-
tion fairly quickly, says Edgley.
He acquired the Opticas jigs,
tooling and design rights as
well as two aircraft seven years
ago from its former owner Avia-
tion Group International.
The deal also included the
rights to the FLS Sprint two-seat
ab initio trainer, which is also for
sale. One of the Opticas
formerly owned by the Spanish
government has been fully re-
stored by Edgley and was on dis-
play at the show. We are using
this Optica as a demonstrator. It is
proving very popular, he says.
Edgley admits he has always
been passionate about the
Optica, which made it rst ight
in 1979 and entered service six
years later. A total of 22 aircraft
were built, while another re-
mains unnished.
However, the programme has a
chequered history. Edgley left the
company in 1985, shortly after
the fatal crash of a police-operat-
ed Optica (G-KATY).
The company was then ac-
quired by Brooklands Aerospace,
but an arson attack at its factory
the following year destroyed all
but one ying example. Produc-
tion ceased in 1990 when Brook-
lands was declared bankrupt. The
rights then changed hands multi-
ple times, before passing to Edg-
leys company Aeroelvira in 2007.
The Optica has a bubble
canopy observation platform,
which gives the pilot a perfect
eld of vision. It has a 570nm
(1,060km) range, a cruise speed
of 70kt (130km/h) and can y for
up to 8h at a speed suitable for
observation duties.
The engineer acquired the aircrafts tooling and design rights seven years ago from its former owner
nstrom is preparing to y its
TH180 light piston-engined
helicopter this quarter, and says it
will step up sales and marketing
efforts for the two-seat single once
it has established the aircrafts per-
formance characteristics.
Tracy Biegler, chief executive
of the Chinese-owned, US-based
airframer says the TH180 a
scaled-down version of the com-
panys 280FX is scheduled for
certication in 2015.
The TH180 is targeted at the
lucrative training school market,
and pitched against established
brands including the Guimbal
Cabri G2, Robinson R44 and
Schweizer 300.
The helicopter training mar-
ket has huge potential for us,
Biegler says. Not only does it
help to drive sales of the aircraft,
but it introduces a new customer
base to the Enstrom product line.
We need to capture these poten-
tial customers early in their ying
careers so they remember the
Enstrom brand if they become
helicopter owners.
Sitting above the $400,000
TH180 in the Enstrom line-up are
the three-seat piston-engined
F-28F, the 280FX and the ve-
seat, turbine-powered 480B.
We are also evaluating the
market for a larger turbine single
to sit at the top of our product
line, says Biegler.
Enstrom readies TH180 for frst fight
Challenger 350 on debut
Bombardier and
Cessna midsize
rivals face-off
Visionary Optica developer
seeks buyer to revive brand
Bubble-cockpit types designer John Edgley offering opportunity to produce three-seater
London Heathrow Marriott, London, UK
- 17
September 2014
Join international airlines and market experts from across
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Safety & Compliance
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Air France
Simon Grace
Safety & Quality Manager
Aviation Support
David Learmount
Operations and Safety Editor
Hctor David Hidalgo Medellin
Safety Management Systems Manager
Harry Nelson
Executive Operational Advisor
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Director of Safety and Security
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Director of Safety and Security
British Airways
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Deputy Director Safety and Security
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22-28 July 2014
Flight International
High-fying displays
mbraer is making strides on
the KC-390 tactical transport
and tanker programme, and still
expects its rst prototype to make
its maiden sortie by year-end.
The airplane is becoming real,
says Paulo Gasto Silva, vice-presi-
dent of the KC-390 programme.
The prototypes fuselage is pro-
gressing through nal assembly
and both wings have now been
placed into the tooling in prepara-
tion for joining to the fuselage.
A second prototype has also
started the assembly process at
Embraers Gaviao Peixoto facili-
ty in Brazil.
Delivery of the rst aircraft to
launch customer the Brazilian air
force is anticipated in the second
half of 2016, says Silva.
Embraer says that unlike other
military transports, the Interna-
tional Aero Engines V2500-pow-
ered KC-390 will have no depot-
level maintenance requirements.
Instead, its maintenance regime
will be aligned to that of a civilian
airliner, with a one-day A-check to
take place after every 600 ight
hours, and more comprehensive
C-checks to be due every 10 years.
Brazils air force has an order
for 28 examples of the type.
Argentina, Chile, Colombia, the
Czech Republic and Portugal have
also expressed interest in buying
up to a combined 32 more.
he Airbus A400Ms rst year
of operational service has
been marked by solid reliability
from its TP400-D6 engines, says
Europrop International (EPI)
president Ian Crawford.
Things are going as we
planned, he says. The engine
in service is demonstrating the
capabilities that the customers
Combined, the two Atlas air-
craft in service with the French
air force and one with Turkey
have amassed around 2,000
engine ight hours. We have
had no signicant engine issues,
no engine removals or major
module removals, Crawford
says; just the usual line mainte-
nance snags you would expect.
EPI has ramped up its
production of the turboprop to
match Airbuss increased nal
assembly rate for the tactical air-
lifter. Eleven more aircraft are
due to be handed over before
year-end, with three of these now
in the delivery process for
France. Others include the rst
examples to be produced for the
UK and Germany.
We have delivered to Airbus
all engines required to deliver all
aircraft due this year, says
Crawford, who adds that EPI is al-
ready testing the TP400s destined
for production aircraft MSN22.
Meanwhile, the UK Royal Air
Force is gearing up to receive its
rst Atlas from a 22 aircraft order.
MSN15 is at Airbus Defence &
Spaces San Pablo nal assembly
site near Seville, Spain. It is
expected to make its rst ight
around the end of this month and
to be delivered during Septem-
ber, the company says.
We are very excited to have
the A400M Atlas arriving into the
Air Mobility force in the
autumn, says Air Cdre Jon Ager,
assistant chief of staff capability
delivery (air mobility and air
enablers). Its introduction into
service represents the greatest
step change in tactical capability
since the introduction of the
[Lockheed Martin] C-130J.
The RAF expects to have re-
ceived 10 of the aircraft by the
end of 2015, a further six the
following year and its remaining
examples by mid-2018.
Our ramp-up is incredibly
quick, so we have really got to be
on our game with the training
programme, and also for the sup-
port, says Ager. Over the next
two years or so, we will build on
the inherent strategic capability
of the platform and training sys-
tem, to prepare for the high-end
tactical operating environment.
Airbus announced at the show
that an A400M has been refuelled
in ight for the rst time.
Conducted over Spain using a
Royal Air Force A330 Voyager, a
test campaign involved the trans-
port receiving more than 80t of
fuel during 100 wet contacts.
Atlas deliveries ready to power up
A400Ms amass 2,000 engine fight hours in service without problems, as UK anticipates receipt of frst tactical transport
European deal
cut for C-130
SABIR system
anadas HISS has secured its
rst European order for the
SABIR multi-mission surveillance
system, from an undisclosed
Lockheed Martin C-130 operator.
Able to carry any sensor or
payload weighing up to 204kg
(450lb) without obstructing ramp
and cargo operations, SABIR is
already in service with units in
the US Department of Defense,
and also with the Royal Canadian
Air Force.
Requiring no permanent
airframe modications and
capable of being installed and
removed within a claimed
45min, the SABIR system has
now been certicated for use
with the C-130E/H, and also the
J-model Hercules.
The A400M is in use with the French and Turkish air forces
Prototype of low-maintenance KC-390
on track for maiden fight by year-end
Brazils air force is lead customer for the type, with 28 on order 40
Flight International
22-28 July 2014
B Aerospace is continuing
its growth push this year on
the back of a stellar 12 months
which have seen the company
almost double in size.
The aero engine component
supplier, which counts such
names as Pratt & Whitney and
Rolls-Royce as customers, sees
example opportunities for further
expansion, including develop-
ment of its skilled, low-cost
operation in Poland.
We now have four principal,
well-invested global manufactur-
ing facilities positioned strategi-
cally close to key aero engine
manufacturing hubs, says chief
executive Craig Gallagher, citing
its Polish, UK and US operations.
MB Aerospace is now well-
positioned to support the growth
ambitions for our customers
across the globe, he adds.
The supplier acquired engine
component maker Norbert
Industries in Michigan and
Rzeszow, Poland, this April. The
deal boosted the groups head
count by 400 employees to
roughly 900. The component
supplier offers a wide range of
fabrication and machining
capabilities to OEMs, including
cases, rotating rings and complex
structural assemblies.
erCap president Philip
Scruggs has denied the
existence of a global aircraft
order bubble, arguing that
manufacturers are too rational to
allow a situation that could kill
the industry.
Scruggs says that speculation
over an order bubble is the talk
right now, but stresses that it is
important to make the distinction
between an order bubble and a
delivery bubble.
An order bubble and delivery
bubble are two different things,
he said at the show. We have to
assume that the OEMs are ration-
al players, that theyve been
doing this for a long time, and
the number of aircraft that
are delivered when they are
delivered may differ from the
dates that are currently set and
the orders that we see out there.
He adds: Airlines often time-
slide deliveries. Do I think all of
the orderbook that exists today
will get delivered or as its cur-
rently scheduled? Probably not,
both Boeing and Airbus double-
book, they plan their orderbooks
for some airlines that will need to
defer or cancel.
So dont get confused by the
natural over-booking that the air-
framers do they are both ration-
al players, and theyre not going
to kill the industry.
AerCap rmed up an order for
50 Airbus A320neos at the show,
bringing its rm orders for the
type up to 200 the largest of any
lessor. It is also the largest
customer for the Boeing 787.
Flightglobals Ascend
consultants have produced an
analysis of the so-called orders
bubble and the risk posed to
the industry. You can download
the paper at
Dont get confused
by the over-booking
that airframers do
theyre not going to
kill the industry
President, AerCap
People are
choosing holiday
because they are
serviced by a 787.
The 787 is
becoming part
of their holiday
Vice president marketing, Boeing
Global supply strategy key
component in MBs success
Aero engine part manufacturer points to location of its facilities as it targets further growth
CEO Craig Gallagher has seen his company almost double in size
AerCap applies the rational approach
to explode order bubble warnings
GE moves to 3D
printing system
for fuel nozzles
GE Aviation is to equip a factory
in Auburn, Alabama to make
engine fuel nozzles using addi-
tive manufacturing techniques.
The site will be the rst in the
propulsion industry dedicated to
mass production of components
by 3D printing, GE says.
The equipment, to be installed
this year, will manufacture the 19
fuel nozzles installed in each
CFM International Leap engine.
Production capacity will be 1,000
nozzles per year at rst, increas-
ing to 40,000 annually within
ve years, the company adds.
That pace reects the steep
ramp-up on the Leap programme,
which is powering the Airbus
A320neo, Boeing 737 Max and
Comac C919. The three airfram-
ers combined will build more
than 1,000 narrowbodies annual-
ly by 2020.
As production ramps up, GE
will shift to the new way of man-
ufacturing the nozzles previ-
ously formed using castings.
22-28 July 2014
Flight International
omac and Mitsubishi
Aircraft broke the order dry
spells for their regional jets at the
show, although the wins for the
emerging Asian airframers were
mainly tentative agreements from
small operators.
Mitsubishi Aircraft signed a
memorandum of understanding
with Eastern Air Lines for 20
MRJ90s, with purchase rights for a
further 20. This is the Japanese air-
framers rst sales announcement
in close to two years, after it cele-
brated an in-principle agreement
with US regional airline owner
SkyWest Airlines for 100 MRJ90s
at the 2012 Farnborough air show.
But Eastern is still a paper car-
rier, having not yet received regu-
latory approvals for a relaunch.
Myanmars Air Mandalay gave
Mitsubishi a rm order for six
MRJ90s, taking purchase rights
for an additional four of the 88-
seat regional jet. The carrier only
has three dated ATR turboprops
in its eet, utilising them mostly
on domestic services.
Air Mandalays order takes
Mitsubishis rm order backlog
to 171 aircraft, growing the tally
for the rst time since the
airframer disclosed a programme
delay in 2012, pushing the MRJs
rst ight back by more than 15
months into the second quarter
of 2015.
The MRJ has started taking
shape this year, with the Pratt &
Whitney PW1200G engines being
mounted onto the aircraft shortly
after the completion of a
wing-body join. Mitsubishi Air-
craft president Teruaki Kawai
says rst activation of the jets
electrical system has been sched-
uled for August, with the aircraft
to be rolled out this autumn.
Kawai adds that progress on
the jet is going well, but admits
that it is currently a little
Chinese airframer Comac also
tried to be more engaged at the
show this year, revealing commit-
ments for six ARJ21-700 regional
jets which bring its backlog to
258 jets. However, it failed to bag
any wins from top-tier airlines for
its long-delayed programme.
Little was said about its C919
narrowbody programme.
The Republic of Congo signed
for three ARJ21s, making it the
rst African country to have
signed up for the type. The
remaining three commitments
came from two Chinese con-
glomerates for the business jet
variant of the aircraft.
The ARJ21 does, however,
appear to be near certication,
having completed all necessary
ground tests and about 70% of
ight-test modules. Four
ight-test aircraft have accumu-
lated 4,600 ight hours since the
rst sortie in 2008.
Comac says it is condent of
achieving certication from the
Civil Aviation Administration of
China by year-end, and stresses
that it has not given up on
getting a US Federal Aviation
Administration endorsement for
the jet.
rkut is targeting the completion
of the wing to body join of its
rst MC-21 narrowbody ight-test
aircraft by early 2015 and hopes to
roll it out by the end of that year.
At a programme brieng at the
show, Irkuts vice-president of
sales and marketing, Kirill Bu-
daev, said the programme is pro-
gressing as scheduled and that it
is working towards an early 2016
rst ight.
Were trying our best on the
schedule, but lets be realistic, all
programmes shift a little, he says.
Budaev says the design for the
160- to 211-seat -300 variant of
the MC-21 has been nalised,
and that tests done on its wings
and fuselage so far t within
calculations. The Russian air-
framer is not expecting further
deisgn changes.
Irkut has so far received 175
rm orders and 75 tentative
commitments for its MC-21.
The airframer is targeting sales
of 1,000 MC-21s from now until
2030, 70% of which it expects to
be to operators outside of Russia,
says Budaev.
Teruaki Kawai says the MRJ90 is progressing well and is on schedule to be rolled out this autumn
If Airbus asserts
they have to price
at a discount, that
implies they have
less value
Boeing chief executive
JIM MCNERNEY is unworried
about the A330neo undercutting
the 787
Asian airframers celebrate
agreements for MRJ, ARJ21
Mitsubishi and Comac announce sales of regional jets after a long period without orders
MC-21 on track
for fight testing
in 2015 Irkut 42
Flight International
22-28 July 2014
Flight International
22-28 July 2014
Fine weather and a wide variety of aircraft types kept
eyes on the sky at Farnborough. Although the eagerly
anticipated arrival of the Lockheed Martin F-35 was
thwarted mid-show, a mix of other debutants and
some old favourites provided plenty of entertainment
22-28 July 2014
Flight International
(Clockwise from main)
A star turn by Boeings
787-9; M-346
Master; Starduster
SA300; A400M
climbing high; Red
Devil ies the ag;
Scorpion a rst-time
visitor; T129 on the
ATAK; crowd-pleasing
A380; T-6C and AT-6;
F/A-18F Super
Hornet; Swiss Super
Flight International
22-28 July 2014
(Clockwise from main)
US ghters loom large;
tall tails on display;
Weststars rst
AW189; Naval gazing
NH90 maritime
helicopter; BN
Aerospace Islander
gets ISR makeover;
Sikorskys UH-60
modern legend; F-35s
only show appearance;
Qatar nose the value of
787; Pilatus PC-12
turboprop; vintage
Vulcans farewell
22-28 July 2014
Flight International
Although the fying display at Farnborough
always receives the most attention, there are
still plenty of must-see aircraft parked in the
various static areas across the show site to
excite even the most jaded enthusiast.
Highlights included the Avro Vulcan on what
may be its last appearance at the event,
alongside newer combat types in the US corral
Flight International
22-28 July 2014
From yuckspeak to tales of yore, send your offcuts to
Every issue of Flight
from 1909 onwards
can be viewed online at
Arming for war
Europe is arming in
preparation for a war which,
unless it can be
averted, will
constitute at once
the most colossal
catastrophe and the worst
crime against civilisation in all
history. But if it must come,
then at least we have the
comforting knowledge that we
are prepared at all points.
Big but beautiful
There is something
magnifcently impressive
about even the
most ordinary of
minor aerobatics
by a large
machine, and the effect in the
case of the Ju 86 was
enhanced by the particular
and unmistakable drone of a
couple of Jumo diesels.
Careful phrasing
Fortunately my English-
Russian phrasebook included
the phrase We
should like to see
the USSR
Exhibition of
Economic Achievement. This
was useful because I did not
speak Russian, know where in
Moscow the place was, and
did not want to be turned in to
the nearest police station by
my taxi driver because of
suspicious activities.
Selling Jamaica
The Jamaican government
wants to sell all or part of
debt-burdened Air
Jamaica. The
airline now has
liabilities of more
than $100 million, and has
needed constant state
assistance since becoming
fully nationalised in 1980.

Before the disappointing news broke that the F-35 would not
be able to visit the UK as planned, an existential moment
from Lockheed Martins general manager for the programme,
Lorraine Martin: It is here today its just not physically
here today, she said during a brieng at the Royal
International Air Tattoo.
The Boeing executives wondered if cancelling the gun pod option on
the 787 had been the right move (thanks to Nick Kay for photograph)
Conner gets in
muddle over Max
When a 200-seat version of the
189-seat 737 Max 8 was
announced during Farnborough,
things got a little confusing.
What should we call the new
variant of Boeings re-engined
narrowbody, a reporter asked?
Max 8, replied Ray Conner,
president and chief executive of
Boeing Commercial Airplanes.
But isnt that what Boeing
already calls the 189-seat
The other one will be the -8,
Conner said.
So what will the 200-seat
version be called?
The Max 8, he said.
Almost in unison, reporters
said they were now confused.
Look, Conner said, were
not going to be doing the NG
anymore, so [the 189-seater] is
going to the be the 737-8. So [the
200-seater] is going to be the 737
Max 8.
One reporter still could not
quite grasp the point. So what
will be the 200-seat variant be
called, he asked.
Max 8, Conner said.
At this point, however, even
Conner seemed slightly
confused. He looked over to
Boeings chief salesman John
Wojick for support.
Isnt that right, you guys?
Conner asked.
Wojick, however, also seemed
less than absolutely certain.
I dont know if weve
Perhaps an aircraft to avoid
on the fear of ying courses, he
Boeing native
Airbus and Boeing executives
rarely move from one airframer
to the other, but it appears there
is some transatlantic crossover
at least. Seattles corporate vice-
president global brand
management and advertising
has been named as Anne C
Phinally... at
Farnborough visitors browsing
the Flying Display Programme
for 15 July may have been
confused about its listing for the
On discovering the typo, one
disappointed warbirds fan was
heard to bemoan: Theres no eff
in F-35 either.
decided exactly what were
going to call it, Wojick said.
There was silent agreement
by all in the room that it was
time to move on.
Conner returned to the topic
at the very end of the hour-long
press conference.
Forget what I said about the
name, Conner added. Well go
back and gure it out.
At least that was clear.
Letters pray
Ian Holliday snapped this
registration as he boarded this
Norwegian 737-800 recently at
London Gatwick. 22-28 July 2014
Flight International
A real fuel alternative
Recent articles on aircraft emissions ignore the very real alternative
and innovative approaches available today that would allow the indus-
try to retain existing hydrocarbon infrastructure systems and involve
little or no change to aircraft fuels, while at the same time producing
zero net emissions a huge advance on what was proposed.
Hydrogen which does not occur naturally is not a fuel, but
merely a transport medium. Production from natural gas requires
substantial emissions be produced elsewhere, but not in the air
hardly a solution.
An innovative route involves limestone available in virtually
infnite quantities around the globe which, when heated by a
renewable or nuclear source, produces both quicklime and a CO

stream that is captured.
The quicklime is then spread back at the mine, where it will
absorb the same quantity of CO2 from the atmosphere as is driven
off. The CO2 stream is processed with hydrogen produced from
water using renewables or nuclear power in the proven Sabatier
reaction, which produces methane or natural gas.
This stream can then be converted directly into liquid hydrocar-
bons suited to aircraft as is already done by Shell gas to liquid
plants. Once burnt these traditional fuels will produce CO2 in equal
quantities to that absorbed by the quicklime and the cycle is
closed. Aircraft continue to fy on existing fuels with existing
infrastructure and zero net emissions.
John Blundell
New Zealand
Automation will
result in disaster
Hands on
Regarding the editorial comment
(Flight International, 1-7 July)
that the industry has not
prepared the modern pilot to y
modern aircraft using modern
automated systems: what it
hasnt done is to prepare the
modern pilot to y aircraft
without modern systems.
Rodolfo A Serna
Bogota, Colombia
Pilots pays
Your correspondent Mr Pette-
ford writes on opening the
doors of the profession (Flight
International, 8-14 July). Maybe
he has not appreciated that
many workers in the transport
industry, such as train drivers,
lorry drivers, London Under-
ground drivers, bus drivers and
even white van drivers, earn
signicantly more than a lot of
professional pilots.
Name and address withheld
Boeings ops
There has been much negative
comment about the poor sales
of the A350-800, but I wonder
how many people remember
the 787-3, which was quietly
deleted from the Boeing lineup
after customers migrated to
the -8.
Shrinks of a good basic
design do not always work,
with the A319 one of the few
It may also be worth remem-
bering the 767-400 (37 sold)
and the 757-300 (55 sold), so
stretches can also go wrong.
The A330neo looks very
promising with a very useful
range, and should slot in nicely
under the A350.
H I H Saravanamuttoo
Carleton University, Ottawa, Canada
The Mismatch editorial (Flight
International, 1-7 July) is bang on
the nail, but like the NTSB report
does not entirely grasp the nettle.
First, using automatic systems
on a visual approach is questiona-
ble a view reinforced by the fact
that had the Asiana pilot been y-
ing visually and hands-on, it is
more or less certain the accident
would never have happened.
Second, even with the current
level of sophistication in simula-
tors, they do not replace actual
ying experience.
Third, no matter how much
training is available, so long as
pilots play second ddle to
ight management systems and
are limited to twisting knobs
and pushing buttons for the bulk
of their airborne time, they will
be faced with two very real and
grave problems.
Firstly, they will not build real
experience and if something
suddenly goes wrong they will
have the extra problem of incom-
plete situational awareness. The
consequence is likely to be pilots
who are less and less pilots and
more and more computer opera-
tors, and who are likely to nd
themselves totally out of their
depth in an emergency.
It seems astonishing that no
one and no organisiation is ad-
dressing this problem.
Richard Chandless
Vovray en Bornes, France
Check north arc
I am a retired British Airways
captain with over 40 years ying
experience much of it in the
I have noted the methods being
used to track and locate the miss-
ing Malaysian Airlines Boeing
777 ight MH370, but I do not
agree with the current thinking
that the ight came down in the
Southern Indian Ocean. I believe
the aircraft followed the northern
arc and is likely to have crashed
in the Amnye Machen range of
Name and address withheld
Off the radar
How is it possible to present a
survey of the British aerospace
industry (Flight International,
1-7 July) without even a passing
mention of Selex Dynamic
Industries, who are leaders in the
eld of airborne radar?
Alan Brough
ex-Ferranti employee
Editors reply: Our UK aerospace
special was not meant to be a
comprehensive survey of the
countrys sizeable industry. Several
of the biggest players Rolls-Royce
and BAE Systems among them
were also not included.
The opinions on this page do not
necessarily represent those of the editor.
Letters without a full postal address sup-
plied may not be published. Letters may
also be published on and
must be no longer than 250 words.
We welcome your letters on
any aspect of the aerospace
Please write to: The Editor,
Flight International, Quadrant
House, The Quadrant, Sutton,
Surrey SM2 5AS, UK.
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1-2 October
Aircraft eEnablement Connectivity &
IFE Conference (AEEC 2014)
London Heathrow, UK
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Accra, Ghana
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Amsterdam, Netherlands
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and Exhibition
Orlando, USA
28-30 October
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2-3 November
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1-2 December
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22-28 July 2014
Flight International
Bowles: Started his career at Cessna in Wichita, Kansas
Greg Bowles is General Aviation Manufacturers Association director of European regulatory affairs and
engineering, in Brussels. He is responsible for laying a solid foundation for the sector across the continent
Getting GA to the heart of Europe
Where did your career begin?
I began my career as a young
design engineer at Cessna Air-
craft, in Wichita, Kansas, work-
ing on the design of new busi-
ness jets. I remember driving
from the East Coast, USA, across
to Kansas and feeling apprehen-
sion over the at, barren land-
scape. As soon as I saw the air-
craft on the ight line, I knew I
had found an extraordinary place
to begin my career.
When did you start with GAMA?
I began working for GAMA in
January 2005 based at the associ-
ations headquarters in Washing-
ton, DC. Over the last year, I as-
sumed the role of the director of
European regulatory affairs and
engineering based in GAMAs
Brussels ofce. In my role, I am
responsible for working with in-
ternational members of govern-
ment and industry on technical
and regulatory issues to create an
environment which fosters gen-
eral aviation. My focus is in the
area of legislation, regulation and
policy affecting airframe design,
systems and avionics.
How is it going?
We have been working very
closely with the aviation regula-
tors, legislators, and the key Eu-
ropean aviation associations to
lay a new foundation for GA in
Europe. Since its creation 10
years ago, EASA has focused pri-
marily on regulating the sched-
uled commercial airlines and the
rules for GA to more closely
match the needs of the airline
world. Recently, there has been a
concerted effort to improve the
regulatory environment in
Europe in the areas of operations,
licensing, design and airworthi-
ness. GAMA is working hard to
ensure that the European avia-
tion community speaks with a
strong and common voice to en-
sure that these changes bring
about a healthier and more vi-
brant future. With so many
cultures and individual needs
within the European GA com-
munity, it is important that
changes dont segment GA but
rather produce a more inclusive
system in which it is easier for
the industry to participate.
Sounds like a challenge.
As a young engineer, it was
frustrating to nd areas where
the regulations governing design
would prevent the best solutions.
As we work to create a new
generation of these design
regulations, I am fortunate to
help in creating a future where
we can attain new levels of safety
in shorter timeframes and at
lower costs. As a true aviation
enthusiast, I nd the most excit-
ing aspect of this work is imagin-
ing a future where aviation be-
comes more attainable to people.
I certainly dont have any
delusions that this work will
bring about aviation nirvana, but
it is a substantial move in the
right direction.
What about Avgas availability?
There is great pressure on the
European GA community simply
due to the cost of Avgas and, as a
result, all factors have inuenced
designs to be as efcient as possi-
ble. There are tremendous efforts
to develop and implement sus-
tainable fuels for the existing GA
eet and we see many exciting
new technologies to keep GA en-
gines as efcient as possible, and
even electric propulsion, that
hold the potential for changing
the face of GA in the future.
What is the most difcult part
of your job?
There are many issues that could
be taken on to improve aviation
and there is simply not enough
time to accomplish everything. I
nd myself wishing for more
hours in the day or a button to
pause the world. The most frus-
trating and difcult part of this
job is not having the bandwidth
to tackle every issue at the same
time. Every day at GAMA we are
all challenged to win the biggest
issues and that often means we
cant work on all of them.
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