Flight International - 15-21 July 2014

FLIGHT
INTERNATIONAL
NO CARBON COPY
TECNAM TAKES ON
PAIR OF CESSNA
PISTON VETERANS
FLIGHT TEST P48
A380 NO SHOW
Qatar Airways blames
delays for decision to pull
its frst superjumbo from
Farnborough display 20
F-35B ON COURSE
As Queen names carrier,
UK MoD moves closer to
deal for fghters that will
grace her deck 29
PROGRAMME
DREAM
LONGER
Inside the new improved
fagship of the 787 feet
9 7 7 0 0 1 5 3 7 1 2 6 6
2 9
3.40
15-21 JULY 2014
Official Media Partner
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MORE TO BELIEVE IN PERFORMANCE | EXECUTION | TECHNOLOGY
15-21 July 2014
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Flight International
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5 fightglobal.com
FLIGHT
INTERNATIONAL
15-21 JULY 2014
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Boeings 737 production derailed by transport incident
at Clark Fork River, Montana P11. Textron AirLands
Scorpion completes its rst transatlantic crossing P29
FLIGHT
INTERNATIONAL
NOCARBONCOPY
TECNAMTAKESON
PAIROF CESSNA
PISTONVETERANS
FLIGHT TEST P48
A380 NOSHOW
Qatar Airways blames
delays for decision to pull
its frst superjumbo from
Farnborough display 20
F-35BONCOURSE
As Queen names carrier,
UK MoD moves closer to
deal for fghters that will
grace her deck 29
PROGRAMME
DREAM
LONGER
Inside the new improved
fagship of the 787 feet
9 7 7 0 0 1 5 3 7 1 2 6 6
2 9
3.40
15-21 JULY 2014
INSIDE
CUTAWAY
POSTER BOEING 787-9
DEFENCE
28 RAF deploys strengthened Reaper UAV
in Afghanistan.
Mozambique MiGs boost capabilities.
JSM integration bang on target for
Kongsberg
29 UK set to ramp up F-35 procurement.
Northrop takes lead on Hawk bid for
T-X contest
INTERVIEW
30 Tahir Rafque Butt: New aircraft, new
capability
NEWS FOCUS
32 North Sea safety under fre
BUSINESS AVIATION
33 IAI re-enters light jet sector with
undisclosed partner.
Wijet and Air France team up to launch
private service
REGULARS
9 Comment
53 Straight & Level
54 Letters
56 Classied
59 Jobs
63 Working Week
NEWS
THIS WEEK
10 Poland seeks new attack helicopters
11 Train incident derails 737 production.
Boeing slashes forecast for high-capacity
market
12 Farnborough F-35 display in doubt
amid grounding delay
14 Next generation Albatros set for air
show unveiling.
NASA launches search for long-
endurance UAS
AIR TRANSPORT
20 Qatar superjumbo to miss air show.
Commercial orders will top 500 at
Farnborough.
Airbus nets 150 A320 bookings
21 ANZ receives its frst 787-9.
MC-21 to gain CTT cockpit humidifer.
FSF advocates triggered fight data
recorders
22 Check slip led Ryanair 737 to take off
unpressurised.
A350 breezes through crosswind trials.
WestJet to fy widebodies by 2015
24 Norwegian 737 Max feet to stretch legs
on US routes.
LCD screen upgrade installed on 767.
Investment for Frigate Ecojet
COVER STORY
36 Stretching the dream We evaluate the
improvements of Boeings 787-9, with
technical description and cutaway poster
FEATURES
44 ROTORCRAFT Onwards, upwards The
next generation of rotorcraft for the US
military is coming closer to realisation
46 OSHKOSH The new in view AirVenture
known by all as Oshkosh has a history
of debuting big industry innovations
48 FLIGHT TEST Tecnam triumphs We put
the carbon-fbre P2010 through its paces
VOLUME 186 NUMBER 5448
PIC OF THE WEEK
This shot, taken by the US Navy, shows
an aircraft director signalling to the pilot
of a Northrop Grumman E-2C Hawkeye
on the ight deck of the USS George
Washington. This aircraft carrier, along with
its carrier air wing, protects the collective
maritime interest of the USA and its allies
in the Indo-Asia-Pacic region.
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ightglobal.com/imageoftheday
B
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COVER IMAGE
Boeing supplied this image
of a 787-9 the rst
example of which was
handed over to launch
customer Air New Zealand
on 9 July. See our cutaway
and technical description
of the rst stretched
Dreamliner variant on P36
NEXT WEEK FARNBOROUGH REPORT
The Flight team will decamp to the centre
of the aerospace universe for a week of
in-depth reporting and a special edition
covering the biggest air show of the year
B
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P
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THE WEEK ON THE WEB
ightglobal.com
fightglobal.com
CONTENTS
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countries viewing 7.1 million pages each month
BEHIND THE
HEADLINES
Vote at ightglobal.com/poll
Find all these items at ightglobal.com/wotw
QUESTION OF THE WEEK
Total votes: 2,541
This week, we ask: Air displays at industry shows?
Its what air shows are about Nice distraction but limited
business use Cover your ears
For a full list of reader services, editorial
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Last week, we asked: Will Airbus announce an A330neo at
Farnborough? You said:
Yes No, it will be later
this year
It wont be launched
25
%
30
%
45
%
HIGH FLIERS
The top ve stories for the week just gone:
1 Farnborough: Redesign transforms KC-390 into new market threat
2 Picture: A350 performs crosswind tests in Iceland
3 Delays prompt Qatar to cancel Farnborough A380 plan
4 Airbus books undisclosed orders for 150 A320s
5 Analysis: Boeing tweaks 777 interior to boost sales
The UK Royal Navys newly-named HMS Queen Elizabeth
comes under the spotlight on our The DEW Line blog, where
Craig Hoyle looks at the handy vital statistics of the vast
aircraft carrier prepared by the
Ministry of Defence to help
even journalists understand.
With a height of 56m, she is
taller than Niagara Falls. At
280m long she has a fight
deck the size of 60 tennis
courts. Four jumbo jets
could ft alongside each other on the 70m-wide deck [but the
take-off would be challenging, to say the least]. On his Ariel
View blog, Arie Egozi discusses the critical role played by
unmanned air vehicles in Israels confict over the Gaza
Strip. The Israel Defence Forces launched the Protective
Edge operation on 8 July and from that moment, UAVs have
become a crucial tool in suppressing rocket fre on Israeli
populated areas.
Managing editor Craig Hoyle
(top) visited the RIAT show site
for an update on the absent F-35
(P12). And Flight International
test pilot Peter Collins travelled
to Capua near Naples to evalu-
ate Tecnams latest four-seat
piston single, the P2010, which
is earmarked for certifcation
this month (P48).
IN THIS ISSUE
Companies listed
Aerostar .......................................................28
Aero Vodochody .....................................14, 28
AgustaWestland ...........................................10
Airbus ..........................................................23
Airbus Helicopters ..................................10, 32
Air France ....................................................33
Air New Zealand ...........................................21
Alenia Aermacchi ...................................10, 29
Aviation Technology Group ...........................33
Avocet .........................................................33
AVX ..............................................................44
BAE Systems ...............................................29
Bell Helicopter .............................................44
Boeing .................... 10, 11, 20, 23, 24, 28, 29
British Airways ..............................................53
Cessna ..................................................30, 33
Chengdu ......................................................30
China Eastern Airlines ..................................20
China Southern Airlines ................................20
CTT ..............................................................21
Deloitte ........................................................20
Draken International ....................................14
Emirates Airline ......................................10, 20
Fokker..........................................................53
Frigate Ecojet ...............................................24
Garmin ........................................................33
GE Aviation ..................................................10
General Atomics Aeronautical Systems ........28
General Dynamics........................................29
General Electric ...........................................20
Gulfstream ...................................................33
Honeywell ....................................................30
Hongdu........................................................30
IHI ...............................................................10
Ilyushin ........................................................30
Irkut .............................................................21
Israel Aerospace Industries ..........................33
JetTech .........................................................33
Karem Aircraft ..............................................44
Kongsberg Defence Systems ........................28
Korea Aerospace Industries ..........................29
L-3 Link Simulation & Training ......................29
Lockheed Martin ........................12, 28, 29, 30
Lufthansa. ....................................................33
Lufthansa Private Jets ..................................33
Mikoyan .......................................................28
MTU Aero Engines ........................................10
Northrop Grumman ................................14, 29
Norwegian ...................................................24
Pakistan Aeronautical Complex ....................30
Paramount ...................................................12
ProFlight ......................................................33
Qatar Airways .........................................20, 23
Raytheon .....................................................28
Rockwell Collins ...........................................24
Rolls-Royce ......................................21, 23, 29
Rosaviaconsortium ......................................24
Russian Helicopters .....................................10
Ryanair ........................................................23
Saab .........................................14, 28, 29, 30
Safran .........................................................10
Shaanxi .......................................................30
Sikorsky .......................................................10
Snecma .......................................................10
Spirit AeroSystems .......................................11
Techspace Aero ............................................10
Textron AirLand .............................................29
Textron Aviation ............................................33
Thales Alenia Space .....................................10
TRU Simulation and Training .........................33
Turkish Aerospace Industries ........................30
United Aircraft ..............................................24
WestJet ........................................................23
Wijet ............................................................33
Williams International ..................................14
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15-21 July 2014
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Download The Engine Directory.
ightglobal.com/ComEngDirectory
Download the new Commercial Engines Report
now updated for 2014 with enhanced data and in-depth market analysis
ightgIobaI.com/commengines
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COMMENT
15-21 July 2014
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See News Focus P32
The forest and the trees
T
he UK parliamentary review of North Sea oil indus-
try support helicopter operations safety brings a
human touch to a subject already being reviewed ex-
tensively by the industry itself and the Civil Aviation
Authority. It is a call to the industry and CAA to take a
step back and think about the recent victims and po-
tential future victims of failures, and to wonder
whether they are guilty of hubris.
The parliamentary transport select committee has
called for a full public inquiry on the subject. It would
be easy and perhaps reasonable to reject such a call
on the grounds that the issue is subject to such intense
scrutiny that yet more would be pointless. However,
always leaving the matter to the industry risks a failure
to see the forest because the trees are in the way. The
CAAs contention that there is no statistical signi-
cance in the Norwegian sector of the North Sea only
recording one fatal accident in a period where the UK
sector has seen six is something only a statistician
could understand. The rest of us see the difference and
wonder about it.
Norway has an oil support helicopter eet only
slightly smaller than the UK, but a much smaller popu-
lation. To attend a safety meeting of Norways rotary
wing professionals is like being with a family sorting
out its problems. With the British it feels corporate
and the select committee has noticed that too.
Read our archive of Flight
International comments on
editor Murdo Morrisons blog at
ightglobal.com/comment
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See This Week P11
Thats going to slow things down
Todays aerospace industry supply chain is an impressively effcient machine, but because
it handles very large components it is highly vulnerable to disruption as output rates rise
Big and fast is difcult
A
viations just-in-time supply chain model has en-
countered its latest threat: train derailments.
The six Boeing 737 fuselages that toppled from a
loaded train on 3 July in a remote corner of the Mon-
tana wilderness raised new alarms about the pace of
commercial aircraft production, and the ability of a
global supply chain to deliver on time with ever-de-
creasing margins.
Lost amid this broader discussion is a single fact that
is not enough appreciated, even within the aerospace
industry: the commercial aviation supply chain has
become incredibly good.
It was less than 20 years ago that a long-planned pro-
duction ramp-up at Boeing nearly broke the entire sys-
tem. Boeing was forced to halt deliveries for six months
to clean up a logistical mess.
In the last three years, both Airbus and Boeing have
accelerated production across nearly their entire port-
folio of commercial aircraft with great skill. Boeing has
faced temporary slowdowns at the complicated centre
fuselage join of the 787 in Charleston, South Carolina,
but still managed to raise monthly output of the
Dreamliner by 500% in two years.
Even acts of God have been overcome. The 2012
tornado that ripped the roof off the 737 fuselage factory
in Wichita did not delay a single delivery. The 2011 re
that consumed a Brazilian A320 component factory
failed to disrupt Toulouse for even a day.
The just-in-time supply chain
model is simpler in industries
with smaller products
But the train derailment presents a more serious
challenge. Several if not all of the fuselage barrels
involved may be written off, placing a hole in Boeings
737 production that could take weeks to rell.
The just-in-time supply chain model is simpler in
industries with smaller products. In the aerospace in-
dustry, large Boeing 747s and Airbus A300s must be
modied in inelegant ways simply to carry sections of
a nal product from one supplier to another. Logistics
will only get more difcult as production rates rise.
Indeed, the transportation links in todays aerospace
supply chain were designed in a different era, which
could not have anticipated modern production rates.
Boeing has already signalled that it may seek alterna-
tives to using the 747-400-derived DreamLifter eet as
the sole transport system for shuttling sections of the
787 between suppliers.
It may also be time to consider alternatives to relying
on Spirit AeroSystems as sole supplier for the 737
fuselage especially if production ramps up further.
THIS WEEK
fightglobal.com 10
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15-21 July 2014
P
oland is advancing a plan to
update its armys rotorcraft
eet, with the launch of a process
to acquire up to 40 attack helicop-
ters. This comes on top of its exist-
ing competition for a tri-service
order for 70 multi-role transports.
Intended to replace the Polish
land forces eet of 29 Mil Mi-
24D/Vs, the attack helicopters
were originally scheduled to be
delivered from 2020. Statements
from the nations ministry of na-
tional defence issued on 8 July
indicate an accelerated timeline,
but it has not revealed specics.
The procurement known as
the Raven programme will be
conducted in two phases, the de-
fence ministry says. Initial scop-
ing work will help to dene the
requirement before a more de-
tailed market study, which may
include dialogue with bidders.
Airbus Helicopters already of-
fering its EC725 Caracal for the
transport requirement will pitch
the latest HAD version of its Tiger
attack type, says Dominique Mau-
det, executive vice-president,
global business and services. The
airframer has already indicated it
will partner with local companies
to create a nal assembly line for
the EC725 and its Turbomeca
Makila 2A engines if selected for
the utility transport requirement.
Although the two contests are
not linked, says Maudet, they do
offer Poland the chance to align
itself more closely with the rest of
Europes aerospace industry.
We would put all our efforts
into developing the country
both in terms of the capability of
its armed forces and from an
industrial and business perspec-
tive, he says.
Maudet also stresses the inter-
operability of the two Airbus
Helicopters types, which have
been combat tested during de-
ployments with the French
armed forces in both Afghanistan
and Somalia.
Potential bidders for the attack
requirement have until 1 August
to respond, with a detailed re-
quest for information to be issued
at a later date.
AgustaWestland, already pre-
sent in Poland through its PZL
widnik subsidiary, is expected to
offer the AW129, while Boeing is
likely to pitch its AH-64E Apache.
Warsaw in early June issued a
request for proposals covering
the transport acquisition. Bids
must be received by 30 Septem-
ber, with a decision by year-end.
Alongside Airbus Helicopters
EC725, AgustaWestland is pitch-
ing the AW149, and Sikorsky is
offering locally-produced S-70I
Black Hawks assembled by its
PZL Mielec unit.
Additional reporting by Bartosz
Glowacki in Warsaw
For more in-depth coverage of the
global rotorcraft sector, go online to:
ightglobal.com/helicopters
REQUIREMENT DOMINIC PERRY LONDON
Poland seeks new
attack helicopters
Warsaw launches two-stage Raven programme to procure
up to 40 military rotorcraft to replace its feet of Mi-24D/Vs
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Warsaw currently operates 29 of the Soviet-era combat aircraft
BIRDSTRIKE CAUSED PAVE HAWK CRASH
MISHAP A multiple birdstrike by a fock of geese caused the fatal
crash on 7 January of a Sikorsky HH-60G Pave Hawk helicopter from
the US Air Forces 56th Rescue Squadron in the UK. An accident re-
port from the service says the impacts at 110ft above ground level
and 110kt (204km/h) during a night-time training exercise rendered
the pilot and co-pilot unconscious and disabled the trim and fight-
path stabilisation system. All four crew members were killed.
BRUSSELS KICKS OFF CLEAN SKY 2
ENVIRONMENT The European Commission has launched its 4
billion ($5.4 billion) Clean Sky 2 aeronautics technology develop-
ment initiative, to be funded 50:50 by Brussels and industry.
Designed to support research into game changing aircraft con-
cepts, the second phase follows a 1.6 billion activity from 2008.
ISRAEL GETS FIRST LAVI TRAINERS
DELIVERIES Alenia Aermacchi has transferred the frst two of 30
M-346 advanced jet trainers to the Israeli air force. Renamed the
Lavi by Israel, the type will replace Douglas TA-4 Skyhawks and
eliminate the need for new pilots to also receive instruction on the
Lockheed Martin F-16A/B. Israels next six aircraft are in fnal as-
sembly, with its entire feet scheduled to be delivered before 2017.
MERCURY MISSION MAKES MILESTONE
SPACEFLIGHT The ambitious Europe-Japan BepiColombo mission to
Mercury is a step closer to its 2016 Ariane 5 launch with the start of
fnal functional testing in Turin by Thales Alenia Space. This includes
tests of thermal control systems to enable operation at 400C. A
solar electric propulsion system will be key to a seven-year transfer to
Mercury, which is diffcult to reach owing to the Suns gravity.
CHINA SIGNS FOR FOURTH MI-26TS HEAVYLIFTER
ROTORCRAFT Russian Helicopters will in 2015 deliver a Mil
Mi-26TS, the worlds largest helicopter, to Chinas Lectern Aviation
Supplies for forestry management in Shandong province. The
aircraft, able to carry 20t, will be the fourth of the type in China. It
was used after the 2008 and 2013 Sichuan earthquakes.
EMIRATES A380 FLEET HITS HALF CENTURY
AIRLINERS Emirates Airline has taken delivery of its 50th Airbus
A380. The Dubai-based carrier received its frst A380 in July 2008
and expects to have about 90 of the 140 it ordered by late 2017.
The aircraft was the 136th delivered since service entry in 2007.
ATV GETS READY TO GO OUT WITH BIG BANG
SPACE STATION The European Space Agencys ffth Automated
Transfer Vehicle has been integrated with its Ariane 5 launcher for a
24 July International Space Station resupply fight. ATV-5, named
after Belgian physicist and Big Bang theorist Georges Lematre, is
the programmes fnal fight but the craft is being adapted as the
service module ESA will supply for NASAs Orion crew capsule.
GE NAMES PARTNERS IN GE9X ENGINE FOR 777X
PROPULSION GE Aviation has named Japans IHI, Safran units
Snecma and Techspace Aero and MTU Aero Engines as participants
in the GE9X engine being developed for the Boeing 777X. Together,
the participants will be responsible for an approximately 25% share
in the GE9X programme.
BRIEFING
THIS WEEK
15-21 July 2014
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AHRLAC breaks
cover in Pretoria
THIS WEEK P12
A
freak transport error threat-
ens to temporarily derail
Boeing 737 production, once
again raising questions about
supply chain vulnerabilities as
commercial aircraft production
rates climb ever higher.
Boeing is still evaluating the ef-
fect of a train derailment in Mon-
tana on 3 July that dislodged six
737 fuselages en route from the
Spirit AeroSystems factory in
Wichita, Kansas to its nal assem-
bly site in Renton, Washington.
Montana Rail Link, the rail-
road company involved in the
derailment, has recovered three
fuselages that had slipped down
a steep embankment into the
Clark Fork River. Pictures from
the scene show the three fuselag-
es had sustained severe damage.
Boeing is assessing the extent
of the damage, and how it will
impact a production system that
rolls out six completed 737s
every three working days at
current rates.
B
oeing has cut the expected
demand for new high-capac-
ity aircraft by nearly 20% from
760 to just 620 in its latest 20-
year forecast.
In its commercial market
outlook for 2014-2033, the US
manufacturer predicts an overall
rise in demand to 36,770 aircraft
deliveries a hike of nearly 1,500
on last year but is more pessi-
mistic than previously about the
400-seat sector.
The companys revision fol-
lows diminishing sales of its
747-8 and slow take-up of the
Airbus A380. There is a contin-
ued shift in demand from the
large four-engined jets to twin-
engined types, it says.
Single-aisle types will remain
the strongest category over the
next two decades. Boeing has
raised forecast demand for this
DISRUPTION STEPHEN TRIMBLE WASHINGTON DC
Train incident derails 737 production
Accident highlights vulnerability of Boeings supply chain, which includes regular freight shipments from Spirit AeroSystems
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Montana Rail has recovered the fuselages from Clark Fork River
It is a system designed to ac-
commodate a minimum of dis-
ruption from a globally scattered
supply chain, with parts owing
into Renton by air, sea and rail.
Spirit, which Boeing divested
in 2005, builds 70% of the 737
the forward and aft body, nose
section, nacelles, pylons, vertical
n, horizontal stabiliser, aps
and wing-to-body fairing at its
production facility in Wichita.
Spirit ships the complete fuse-
lages, lacking wings, landing gear
and most systems, by train to Ren-
ton. The freight cars pass through
Kansas City, Nebraska and Wyo-
ming during a journey of nearly
2,000nm (3,700km) through most-
ly remote plains and wilderness.
The latest derailment is the
most signicant disruption in
modern memory. In 2011, a
tornado dislodged two 737
fuselages from a train passing
through Nebraska. The following
year, damage caused by another
tornado closed the Wichita facto-
ry for a week. Somehow, the
storm ripped off a section of the
factorys roof, but did not cause
any damage to the fuselage struc-
tures lying below. Spirit took sev-
eral weeks to fully recover, but
never missed a load date for a
737 fuselage in Renton.
The latest incident again
highlights Boeings heavy reli-
ance on Spirit for a 737 product
line in a market segment with un-
precedented demand.
Boeing plans to raise 737 out-
put to 47 aircraft per month in
2017, from 42. At current produc-
tion levels, two assembly lines in
Renton each complete one 737
roughly every working day.
Boeing is opening a third line
in 2015 in the same factory to
build the 737 Max, creating the
capacity to deliver more than 60
aircraft per year.
Boeing slashes forecast for high-capacity market
OUTLOOK DAVID KAMINSKI-MORROW LONDON
sector by 4% to 25,680 aircraft;
about 70% of the total require-
ment. It believes the single-aisle
sector will be centred on 160-seat
aircraft such as the 737 Max 8
and A320neo.
Theres no question the
market is converging to this size,
where network exibility and
cost efciency meet, says Boeing
vice-president of marketing
Randy Tinseth, speaking in
London on 10 July.
Tinseth, who describes the air
transport market as strong and
resilient, says that low-cost air-
lines remain a single-aisle de-
mand driver.
Boeing sees a requirement for
4,520 aircraft in the small twin-
aisle category, covering 200- and
300-seat aircraft, and another
3,460 large twins accommodating
300 to 400 seats.
Asia-Pacic customers will ac-
count for 37% of the total deliver-
ies, far ahead of North America
and Europe with around 20%
each. Boeing estimates the over-
all value of the global demand at
$5.2 trillion.
Meanwhile, Boeings outlook
for the freighter market for the
same period is lower than last
years forecast, although the
reduction is mainly in the
conversion sector.
The company predicts
demand for 840 new-build
freighters by 2023, down 10 from
last years forecast. But it has low-
ered its conversions forecast by
8% from 1,450 to 1,330
comprising 370 modications of
widebody types and 960 involv-
ing smaller aircraft.
Demand for narrowbodies like the 737 Max is expected to rise
B
o
e
in
g
THIS WEEK
fightglobal.com 12
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|
15-21 July 2014
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subscribe to our fortnightly newsletter:
ightglobal.com/defencenewsletter
T
he US Department of Defense
had still yet to lift its ground-
ing order on the F-35 as Flight
International went to press, but
the Lockheed Martin type was
conrmed as being unable to par-
ticipate in the 11-13 July Royal
International Air Tattoo because
of the safety measure.
On 10 July, the UK shows chief
executive Tim Prince conrmed
the short take-off and vertical
landing F-35B would be unable to
reach the event even if cleared to
leave the US Navys Patuxent
River site in Maryland, noting:
Weve simply run out of time.
Speaking at the RIAT site at
RAF Fairford in Gloucestershire
the previous day, Lockheeds
general manager for the F-35 pro-
gramme Lorraine Martin said in-
vestigation work was ongoing,
following an issue with the en-
gine on an F-35A training air-
craft late last month.
The US Department of Defense
has yet to release details of the
aircraft re at Eglin AFB in Flori-
S
outh African conglomerate
Paramount unveiled its ad-
vanced high-performance recon-
naissance light aircraft (AHRLAC)
on 10 July in Pretoria.
High-speed taxi tests have
been performed, and rst ight is
expected shortly, says Para-
mount chief executive John
Craig. The company plans to
offer the aircraft to the market
early next year, with deliveries
possible by 2016, he adds.
The twin-boomed, singled-en-
gined type is aimed at a develop-
ing market among military and
paramilitary groups for a low-cost
surveillance and attack platform.
South Africas air force is moni-
toring the programme, but Craig
says Paramount is focusing on a
wider, global market for orders.
DEPLOYMENT CRAIG HOYLE RAF FAIRFORD
Farnborough F-35 display in
doubt amid grounding delay
Joint Strike Fighter misses RIAT appearance, as wait continues for return to fight approval
P
a
r
a
m
o
u
n
t
First flight is expected shortly
C
r
a
ig

H
o
y
le
/
F
lig
h
t
g
lo
b
a
l
The type was at the Air Tattoo but only as a full-scale model
UNVEILING STEPHEN TRIMBLE
WASHINGTON DC
AHRLAC breaks
cover in Pretoria
da, but Martin says all the right,
bright minds are working it.
As soon as we have returned
to ight, those aircraft are poised
and ready, she said.
With the US Marine Corps de-
ployment also due to support
participation in the 14-20 July
Farnborough air show, Martin
said: I have condence that at
one of these shows we will have
an F-35. Support equipment and
spare parts required to support
the aircraft had already been de-
livered to RAF Fairford.
Meanwhile, Martin says Lock-
heed is in the nal stage of negoti-
ating a contract for an eighth lot
of low-rate initial production,
with the deal covering 43 aircraft.
The company has also part-
nered with the US government
and F-35 partner companies to
invest some funds to help make
sure we bring the cost of this air-
craft down, she adds. My goal is
that when we get to 2019, to have
an aircraft price that is below any
for a fourth-generation aircraft you
can buy at that time.
BREITLING. COM
WELCOME TO OUR WORLD
SUPER AVENGER II
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entrust their security only to the most high-performing instruments.
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models boast an ultra-sturdy construction and water resistance
ranging from 1,000 to 10,000 feet. These authentic instruments for
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certied by the COSC the highest ofcial benchmark in terms of
reliability and precision. Welcome to the sphere of extremes. Welcome
to the Breitling world.
THIS WEEK
fightglobal.com 14
|
|
15-21 July 2014
N
ASA has launched a concept
study to evaluate options for
acquiring a new eet of large pay-
load, long-endurance unmanned
air systems within ve to 10
years, the agency says.
The study was revealed shortly
after NASA briey posted an on-
line request for information to in-
dustry, seeking options that meet
its requirements for the Earth
observation mission.
The request was quickly re-
moved from the website and
reworded to emphasise that the
information would inform a con-
cept study, rather than serve as a
prelude to an imminent acquisi-
tion, the agency says.
A reworded request is expect-
ed to be reposted to a website
listing all business opportunities
with the US federal government.
NASA currently operates one
of the rst Northrop Grumman
RQ-4 Global Hawks developed
under an advanced concept tech-
nology demonstration programme
sponsored in the late 1990s by the
US Defense Advanced Research
Projects Agency.
A version of the General
Atomics Aeronautical Systems
For more coverage of the burgeoning
unmanned air system sector, go to
ightglobal.com/UAV
O
ne of the oldest and most
ubiquitous jet trainers is
being given a new lease of life.
During the Farnborough air
show, Czech manufacturer Aero
Vodochody is to unveil a next
generation version of its 46-year-
old single-engined L-39 Albatros.
Around 450 of the venerable
type remain in military service
with 30 countries.
The L-39NG will be offered
with a Williams International
FJ44-4M turbofan with full au-
thority digital engine control, re-
placing the legacy Motor Sich
Ivchenko AI-25.
Other enhancements include
glass cockpit avionics, a single-
piece canopy offering better
protection against bird strikes
new ejection seats and a rede-
signed wing with integral fuel
tanks. The aircraft will also come
with four under-wing pylons and
one under the fuselage.
Although the airframe has not
been fundamentally altered, en-
hancements mean it now has a
fatigue life of up to 15,000 ight
hours, the manufacturer says. It
hopes to make rst deliveries of
the L-39NG in 2017. The upgrad-
ed trainer will be pitched primar-
ily at existing operators of the
L-39, says Jakub Fojtik, director
marketing and business develop-
ment for Aeros defence and
MRO division.
There was no reason to
change what is fundamentally a
perfect aircraft, he says. These
improvements solve all the con-
cerns our customers have.
The L-39 was rst own in
1968, and around 2,800 were
produced between the early
1970s and late 1990s.
US private operator Draken
International will also announce
a deal at the show to buy 12
L-159s a 1990s-designed suc-
cessor to the L-39.
A total of 72 of the advanced
jet trainer/lead-in ghter were de-
livered to the Czech air force in
the early-2000s, but 48 were
deemed surplus to requirements
after Prague opted for the Saab
Gripen C/D as its agship type.
Stored L-159s are still owned
by the Czech government, but
Aero Vodochody is responsible
for keeping them airworthy and
marketing them.
N
A
S
A
The agency operates one RQ-4
A
e
r
o

V
o
d
o
c
h
o
d
y
The L-39NG will be offered with a Williams FJ44-4M turbofan
Follow the very latest news from
the Farnborough air show at
ightglobal.com/Farnborough
R
ussias space programme has
taken what its stakeholders
hope is a giant leap to modernity
with the successful maiden ight
of the new Angara launcher the
eventual replacement for the ac-
cident-prone Proton-M.
Flown from the Plesetsk cos-
modrome on 2 July, Angara-
1.2ML was a two-stage vehicle
with a 1.43t payload mockup and
fairing.
A ballistic ightpath saw the
payload fairing and rst stage
dropped as planned into the Bar-
ents Sea, and the second stage
and payload simulation reach the
planned target zone in the Kam-
chatka peninsula after a ight of
21min and 3,080nm (5,700km).
The Proton has been ying
since 1965, but its latest variant,
Proton-M, has a success rate of
barely 89% over 83 launches.
Failures have been traced to
various causes and scattered
throughout the launch timeline,
suggesting persistent quality con-
trol shortcomings.
Angara is a modular concept
built around common core boost-
ers burning oxygen and kerosene,
and can be congured for light,
medium or heavy payloads.
The Krunichev space centre is
responsible for development, and
its US subsidiary, International
Launch Services, will handle
commercial sales as it does for
Proton.
PROGRAMMES MURDO MORRISON LONDON
Next generation
Albatros set for
air show unveiling
Czech airframer Aero Vodochody to detail new version of
venerable L-39 single-engined trainer at Farnborough
MILESTONE DAN THISDELL LONDON
Angara ight a boost for Russia
UNMANNED SYSTEMS STEPHEN TRIMBLE WASHINGTON DC
NASA launches search
for long-endurance UAS
Predator, the Ikhana, is co-located
with the Global Hawk at the
NASA Armstrong research centre
at Edwards AFB, California.
The agency has used the
aircraft in Earth science missions,
including the airborne tropical
tropopause experiment and the
hurricane and severe storm
sentinel mission.
The original request for infor-
mation, posted on 7 July, said
NASA wants future UAS with a
minimum ability of carrying
300kg (661lb) as payload, with a
3kW power supply.
The space agency also wants
aircraft that can remain aloft for
more than 24h.
THE NEW 737 MAX.
BECAUSE YOUR FUTURE MATTERS.
MORE REVENUE
MATTERS
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passengers in a two-class conguration. Across your airline, these extra passengers bring
millions more in revenue every year. The 737better today, and better tomorrow.
12 more seats
in the heart of the market
www.newairplane.com/737max/design-highlights/
SAVING FUEL
MATTERS
The new 737 MAX 8 will use less fuel per seat than any airplane in its class.
Across your airline, that saves millions of dollars every year.
Saving fuel
in the heart of the market
www.newairplane.com/737max/design-highlights/
AIR TRANSPORT
fightglobal.com 20
|
|
15-21 July 2014
For the latest orders news live from
the Farnborough air show, go to:
ightglobal.com/farnborough
OUTLOOK
Commercial orders will
top 500 at Farnborough
M
anufacturers and airlines
will announce orders for at
least 500 large commercial air-
craft at this years Farnborough
air show, consulting company
Deloitte predicts.
If this comes to pass, orders at
this years show would be 45%
less than the 908 orders an-
nounced at the 2013 Paris air
show, according to Deloittes data.
The rms numbers include
narrowbody and widebody jet-
powered aircraft produced by
Boeing and Airbus, and exclude
regional aircraft and turboprops.
Tom Captain, vice-chairman
and leader of Deloittes aerospace
and defence unit, says the differ-
ence is not surprising. Farnbor-
ough lacks some of the interna-
tional status of Paris, he says, and
typically does not generate as
many orders as the French show.
Farnborough is typically
lower almost 30% lower,
Captain says. Paris is more glitzy
and generates [a higher] order
percentage per year.
The 908 orders announced last
year in Paris represented 29% of
the total 3,150 gross commercial
aircraft ordered during 2013 as a
whole, Captain says. By compari-
son, the orders announced at
Farnborough in 2012 represented
21.8% of orders that year.
Captain says the market re-
mains very strong, due largely to
sky-high demand for commercial
air travel in emerging markets
like China, which has a rapidly
expanding middle class, as well
as nations like India and regions
such as the Middle East.
Also, the expected decline this
year comes on the heels of an ex-
ceptionally strong 2013, when
carriers worldwide eagerly
snatched up production slots for
the next generation of fuel-
efcient airliners.
FLEET
Emirates nalises 777X Dubai deal
Emirates has fnalised its order for
150 Boeing 777X twinjets a deal
originally disclosed at last years
Dubai air show.
The agreement comprises 115 of
the 777-9X variant and 35 of the
777-8X, plus purchase rights on an-
other 50 of the family. Deliveries will
begin in 2020.
All of the jets will be powered by
General Electric GE9X engines.
Boeing values the overall agree-
ment at $56 billion at catalogue pric-
es. This could rise to $75 billion if all
options are exercised. Emirates
president Tim Clark says the agree-
ment gives the Dubai-based carrier
208 777s on backlog. It already has
138 777s in its feet.
The 777X will offer us opera-
tional fexibility in terms of range,
more passenger capacity and fuel
effciency, says Clark.
Boeing says development of the
777X is progressing, with production
set to commence in 2017. The type
has secured 300 orders and com-
mitments from six customers.
B
illy
P
ix
Boeing and Emirates dignitaries mark the deal at Dubai last year
Q
atar Airways has cancelled
plans to display its rst
Airbus A380 at this weeks Farn-
borough air show, in the wake of
continuing delivery delays.
Airbus, however, conrms that
its own A380 MSN1 will con-
tinue to be on the exhibit
throughout the week-long event.
The Gulf state 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 inspections.
The airline is unable to say
when it now expects the rst
aircraft to arrive.
Speaking recently about the
situation, Qatar Airways chief ex-
ecutive Akbar Al Baker said that
deliveries had been delayed as
certain elements of the aircraft
are being nalised to meet the
high standards and expectations
of Qatar Airways. He added that
the delay was caused by certain
issues affecting the interior of the
cabin which were identied dur-
ing the standard delivery process,
which includes vigorous inspec-
tions by a technical team.
Flightglobals Innovata net-
works data service indicates the
Qatar Airways A380 will not be
in service before 1 August. It is
due to enter use on one of the air-
lines daily ights between Doha
and London Heathrow.
Despite the move, Qatar will
still have a major presence at
Farnborough, as it will be display-
ing an Airbus A320 with sharklet
wing-tips and a Boeing 787-8. Air-
bus will also have an A350-900
test aircraft at the show, featuring
a hybrid scheme incorporating
Qatar Airways branding.
A
irbus booked undisclosed
orders for 150 A320-family
jets in June, sourced from two
separate deals.
The airframer recorded the ac-
quisition of 70 A320neo aircraft
as well as an 80-jet order
comprising 30 A321neos, 16
A320neos and four A319neos,
plus 20 A321s and 10 A320s.
While Airbus has not identi-
ed the customers, China Eastern
Airlines stated in February that it
intended to take 70 A320neos,
while China Southern Airlines
revealed an agreement to take 50
A320neos and 30 baseline A320s
in May. The new deals bring
overall orders for the A320neo
family to 2,843.
BACKLOG
Airbus nets 150 A320 bookings
A
ir
T
e
a
m
I
m
a
g
e
s
The airline is unable to say when it expects its aircraft to arrive
STATIC DISPLAY MAX KINGSLEY-JONES LONDON
Qatar superjumbo
to miss air show
Delivery delays due to acceptance inspection issues lead
Gulf fag carrier to cancel planned display for its frst A380
AIR TRANSPORT
15-21 July 2014
|
|
21 fightglobal.com
T
he US-based nonprot Flight
Safety Foundation (FSF) says
deployable ight data recorders
or other triggered data trans-
mission systems should be in-
stalled on commercial aircraft.
The groups chief executive Jon
Beatty says the 2009 crash of Air
France ight 447 and the March
disappearance of Malaysia Air-
lines ight 370 show there is
clearly the need for a better way
to retrieve the ight data informa-
tion immediately following an ac-
cident. When it takes an unusual-
ly long time to recover a ight
data recorder after an accident, it
leads to a delay in answering
questions, Beatty says.
That makes us uncomfortable
as safety professionals, especially
since the technology exists that
would eliminate this threat.
FSF expresses strong support
that either a deployable recorder
with an emergency locator trans-
mitter or a triggered ight data
transmission system be installed
on commercial aircraft. These
would be in addition to standard
cockpit voice recorders and ight
data recorders, it says.
It notes that deployable ight
data recorders have long been
used on military aircraft. They
are designed to eject from aircraft
prior to a crash.
The International Civil Avia-
tion Organisation is currently
considering amendments that
would require such systems. A
working group formed by French
investigation agency BEA after
the crash of Air France ight 447
also recommended that civilian
transport aircraft be tted with
such devices.
Norwegian 737 Max
feet to be deployed
on US routes
AIR TRANSPORT P24
There is clearly a
need for a better way
to retrieve ight data
after an accident
JON BEATTY
Flight Safety Foundation
A
ir New Zealand (ANZ) took
delivery of its rst Boeing
787-9 at a hand over event in Ev-
erett, Washington on 9 July.
The Rolls-Royce Trent
1000-powered aircraft is the rst
of 10 787-9s the launch customer
has on order, with options for a
further eight. The aircraft is 6m
(19.7ft) longer than the 787-8 vari-
ant and able to carry up to 40 more
passengers.
The New Zealand ag-carrier
is anticipating a smooth entry-
into-service (EIS) for the rst
stretch Dreamliner.
The 787 will ight plan with
180min extended operations
(ETOPS) certication, according
to Capt Dave Morgan, ANZs
chief pilot. The airline expects to
eventually obtain 240min ETOPS
for the 787-9 90min below what
regulations allow.
Air New Zealand legally ac-
cepted the aircraft on 30 June,
about three weeks after Boeing
completed a nine-month ight
test programme to obtain airwor-
thiness certication. One of the
airlines pilots has been working
for Boeing, assisting with pilot
training for other airlines.
The aircraft will undergo a
three-week proving programme
in New Zealand, including some
ying within the country and a
trans-Tasman non-revenue ight.
The FAA approved certica-
tion of the 787-9 with two ex-
emptions, including a waiver in-
volving the aircrafts emergency
ram air turbine (RAT).
Boeing is redesigning a compo-
nent in the RAT after the unit
failed to produce power during
ight and ground tests. Morgan
conrms that ANZ has received a
similar operating exemption
from the Civil Aviation Authority
of New Zealand.
It is extremely improbable for
us to end up in that failure mode,
having to deploy the ram air tur-
bine, says Morgan.
The FAA approved the exemp-
tion for the 787-9 until the end of
February, requiring Boeing to de-
liver a compliant ram air turbine.
The 787-9 enters service as Boe-
ing continues to improve the 787-
8. The rst version of the 787-8
has been in service for more than
two-and-a-half years, but still op-
erates a percentage point below
Boeings 99.5% standard for dis-
patch reliability. A series of
planned improvements should lift
the rating to 99.5%.
Kerry Reeves, the airlines di-
rector for aircraft programmes,
feels that the lessons learned in
the smaller -8s EIS have benet-
ted ANZ. We believe that a lot of
the problems on the -8 have been
resolved on this aircraft, so well
immediately see an initial start
point of reliability way above
where the -8 was at EIS, he says.
ANZ expects to have three air-
craft delivered this year.
See P36 for a cutaway poster
and technical description of
the 787-9
SAFETY
FSF advocates
triggered fight
data recorders
R
ussian airframer Irkuts new
MC-21 will be tted with
cockpit humidication systems
from CTT.
Based in Sweden, CTT
specialises in development of
equipment to reduce excess con-
densation within aircraft.
It says its ightdeck humidier
was selected by Russian compa-
ny Teploobmennik, which is re-
sponsible for the MC-21s inte-
grated air management and wing
anti-ice systems.
CTT chief executive Torbjrn
Johansson says his company is
pleased with the decision, add-
ing that the system will be stand-
ard line equipment.
First ight of the MC-21 is
scheduled for next year, with
service entry expected in 2017.
CTT says the aircraft family has
175 rm orders.
DELIVERY HOWARD SLUTSKEN SEATTLE
ANZ receives its rst 787-9
New Zealand fag carrier anticipates smooth entry into service for frst stretch Dreamliner
A
ir

N
e
w

Z
e
a
la
n
d
Air New Zealand formally took delivery
at a ceremony at Everett on 9 July
MC-21 to gain CTT cockpit humidifer
CABINS
AIR TRANSPORT
fightglobal.com 22
|
|
15-21 July 2014
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network and feet information sign up at:
ightglobal.com/dashboard
W
estJet plans to begin operat-
ing widebodies on transoce-
anic routes by autumn 2015, ac-
cording to the Canadian airline.
The carrier is in the advanced
stages of sourcing widebody air-
craft, and plans to initially ac-
quire four.
The airline has not specied
which type of aircraft it is seeking
to acquire, but says it plans to ini-
tially deploy its widebodies be-
tween Alberta and Hawaii.
WestJet already offers services
from Edmonton and Calgary to
Honolulu and Maui using Boeing
757-200s operated by Thomas
Cook. However, that arrangement
will end in spring 2015, the
airline adds.
WestJet also uses Boeing 737s
to y between Victoria and Hono-
lulu and from Vancouver to
Kauai, Honolulu, Maui and
Kona, according to Flightglobals
Innovata networks data service.
This is the natural, next-step
evolution for WestJet, says presi-
dent and chief executive Gregg
Saretsky. Its made possible by
our low-cost business model,
growing network strength [and]
airline partnerships.
I
rish investigators have deter-
mined a Ryanair Boeing
737-800 crew missed an incorrect
checklist response which led the
aircraft to depart without its pres-
surisation system active.
Subsequent checks at 3,000ft
and 10,000ft failed to detect the
systems conguration, and the
oversight was not discovered
until the aircraft, operating from
Liverpool to Dublin, had reached
its cruising height of 18,000ft.
Inquiries by the Ireland Air Ac-
cident Investigation Unit found
that during the after-start check-
list, the captain responded
packs off, when the rst ofcer
called out the air conditioning
system status. While the before-
start checklist requires the air
conditioning packs to be off, the
after-start checklist demands a
packs auto response.
The rst ofcer did not query
the error, the inquiry says. This
is the point at which the incorrect
conguration of the pressurisa-
tion system should have been
identied and remedied, it adds.
However, while it acknowledges
the possibility of lapses can
never be eliminated, it says
pilots must always strive to
maintain a high level of attention
and awareness.
The crew believe conrmation
bias over the pressurisation sys-
tem setting contributed to their
failure to resolve the congura-
tion error, despite completing fur-
ther checks during the climb.
Investigators add the light load
just 50 passengers and the
decision to carry out a high-power
climb around 2,850ft/min
means the pilots may have been
misled by cockpit indicators
regarding the state of the aircrafts
pressurisation.
The crew was alerted by a cabin
altitude warning horn and, after
putting on oxygen masks, activat-
ed the pressurisation system.
Investigators could not deter-
mine the maximum cabin alti-
tude, but the inquiry says it is sat-
ised that although it exceeded
10,000ft the cabin altitude did
not reach beyond 13,500ft. Cabin
oxygen masks would normally
deploy at 14,000ft.
Although the incorrect cong-
uration was diagnosed, the rst
ofcer became concerned that the
pressurisation system was not
operating correctly, and the crew
opted to carry out an emergency
descent and deploy the cabin
masks manually.
Ryanair introduced a proce-
dural change following the 20
May 2011 incident, requiring the
monitoring pilot to verbalise
cabin pressure gauge readings
rather than simply call check
during the climb.
The inquiry is recommending
that this change be introduced by
all carriers.
INVESTIGATION DAVID KAMINSKI-MORROW LONDON
Check slip led Ryanair 737
to take off unpressurised
Carrier has instituted procedural change after fightcrew missed erroneous response
T
he Airbus A350-900 has tack-
led a series of crosswind han-
dling trials at Reykjaviks
Keavik airport, as the twinjets
test campaign continues.
Test aircraft MSN1 arrived in
Iceland from Toulouse on 3 July,
the airframer says, with testing
starting the same day.
The Rolls-Royce Trent XWB-
powered jet initially carried out a
set of departures and approaches
on the east-west runway 29, be-
fore switching to the opposite-
direction runway 11.
Meteorological data for Kea-
vik shows crosswinds from the
north at the time of the testing,
A
ir
b
u
s
MSN1 arrived in Keflavik
from Toulouse on 3 July
A350 breezes through Reykjavik crosswind trials
FLIGHT TESTING
with wind speeds of around 25kt
(46km/h).
The test crew subsequently
started including approaches to
the north-south runway 02/20.
Airbus says that following the
crosswind tests, the A350 still
has to undergo a maximum-ener-
gy rejected take-off. The aircraft is
also to undertake route proving
this summer. The ve test aircraft
have completed more than
2,100h of the certication pro-
gramme in more than 500 ights.
Airbus is also preparing to se-
cure approval for its full-ight
A350 simulator, which will be
put into operation in the fourth
quarter the same time period in
which Qatar Airways is due to re-
ceive its rst aircraft.
FLEETS JON HEMMERDINGER
WASHINGTON DC
WestJet to fy
widebodies by
autumn 2015
The crew opted
to carry out an
emergency descent
and deploy the cabin
masks manually
David Learmount offers his
views on aviation safety issues:
ightglobal.com/learmount
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AIR TRANSPORT
fightglobal.com 24
|
|
15-21 July 2014
R
ussian investors have set up
an organisation to direct
efforts to develop a new aircraft
concept, the Frigate Ecojet,
which includes a broad elliptical
fuselage cross-section.
Rosaviaconsortium has named
Vasily Danilov to head the new
Moscow-based company, formal-
ly named Frigate Ecojet, which
will take over all rights on the
project. Danilov is a former advis-
er within the marketing division
of United Aircraft and was previ-
ously sales director at powerplant
specialist NPO Saturn.
He says the Frigate Ecojet pro-
ject is entering a very important
stage of its realisation. Concept
development is nearing comple-
tion, he says, and the company is
preparing to begin design and
construction.
The company is to set up an
engineering centre in the
Zhukovsky region of Moscow,
the site of various aeronautical
test facilities. Danilov says: The
main objective of this centre will
be the execution and co-
ordination of further design and
integration activities.
The future test regime will
include windtunnel modelling
and durability analysis of a full-
scale fuselage section.
Frigate Ecojet is aiming to
attract Russian and foreign in-
vestment in the programme.
Marketing director Sergey
Grachev says the programme
needs a new management
structure and principles as it
seeks strategic participation in
the aircrafts development.
For up-to-the-minute air transport news,
network and feet air information, vist:
ightglobal.com/dashboard
The centre will focus
on the execution
and co-ordination
of design and
integration activities
VASILY DANILOV
Chief executive ofcer, Frigate Ecojet
N
orwegian is planning to turn
the transatlantic business of
established European and US
carriers upside down by de-
ploying its on-order Boeing 737
Max narrowbodies on routes to
the USA, says chief executive
Bjrn Kjos.
The Oslo-based low-cost carrier
is due to take delivery of its rst of
100 737-8s in 2017.
Speaking at a 3 July UK media
brieng on the launch of
Norwegians 787-operated US
routes from Londons Gatwick
airport, Kjos said the extended
range of the re-engined
narrowbody would allow its
deployment on routes from Euro-
pean cities to destinations on the
US East Coast.
This will in turn open up
long-haul trafc on thin routes.
Where today it might be viable to
use a widebody on certain days
per week, a single-aisle aircraft
T
he rst Boeing 767 equipped
with three 15.1in, large for-
mat displays replacing six
smaller screens illuminated by
cathode ray tubes will soon be
delivered by Rockwell Collins.
The Iowa-based avionics spe-
cialist has an undisclosed launch
customer for a supplemental type
CONCEPT
Development
investment for
Frigate Ecojet
STRATEGY MICHAEL GUBISCH LONDON
Norwegian 737 Max eet to
stretch legs on US routes
Low-cost carrier boss vows to turn market for transatlantic fights upside down
LCD screen upgrade installed on 767
AVIONICS STEPHEN TRIMBLE WASHINGTON DC
B
o
e
in
g
Collins plans to offer the retrofit on all 757 and 767 variants
certicate (STC) recently ap-
proved by the US Federal Avia-
tion Administration, allowing it to
replace the displays. The custom-
er has not authorised Collins to
identify the variant of the 767 that
received the STC.
Collins plans to certicate the
retrot package on all variants of
the 757 and 767, which share a
common avionics architecture.
Boeing introduced the 757 and
767 models a decade ahead of the
777, when the company switched
to lighter-weight and more reliable
at panel displays.
In addition to the weight and
maintenance savings, Collins says
the upgrade will provide ight-
crews with greater situational
awareness, commonality with the
787 and 737 Max and the ability
to show engine-indicating and
crew-alerting system information
on the liquid crystal displays.
The ightdeck transformation
modernises these ightdecks,
taking the aircraft into the next
decade and beyond, says Steve
Timm, vice-president and general
manager of air transport systems
for the company.
could be used on a daily basis,
says Kjos.
Such a change will turn up-
side-down a lot of the business
of established long-haul carriers
operating widebodies from main
hubs and large airports, he says.
Both the 737 Max and Airbus
A320neo will be used more on
long-haul routes than their
current-generation predecessors.
Norwegian has also ordered 100
A320neos. But while the Europe-
an model is a good aircraft,
Kjos argues that the 737-8 will be
more suitable for long-haul
routes as its range is higher than
that of its rival.
The carrier is due to
take its first deliveries
of the type in 2017
R
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e
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o
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DEFENCE
fightglobal.com 28
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15-21 July 2014
To get more defence sector coverage,
subscribe to our fortnightly newsletter:
ightglobal.com/defencenewsletter
A
erostar of Romania is close to
completing a programme
which will equip Mozambiques
air force with eight refurbished
Mikoyan MiG-21s.
The programme commenced
over a year ago and has involved
six single-seat ghters and two
double-seat trainer variants, the
company says.
Performed at its facility in
Bacau, the overhaul has included
equipping the ghters with GPS
navigation equipment and a digi-
tal ight recorder. In many in-
stances the aircraft involved had
not own operationally for some
20 years, Aerostar notes.
C
r
o
w
n

C
o
p
y
r
ig
h
t
UK use of the type has gone
beyond 54,000 flight hours
A
e
r
o
s
t
a
r
Aerostar says it has delivered six of the refurbished fighters so far
MUNITIONS
BETH STEVENSON LONDON
JSM integration
bang on target
for Kongsberg
T
he Norwegian Defence Logis-
tics Organisation has award-
ed Kongsberg an NKr1.1 billion
($177 million) Phase III contract
to complete the development of
its Joint Strike Missile (JSM), and
prepare it for integration with the
nations Lockheed Martin F-35s.
Oslo has committed to the pur-
chase of up to 52 conventional
take-off and landing F-35As to re-
place its Lockheed F-16AMs. It
will allocate funding for the air-
craft on a year-by-year basis, with
its rst training example expected
to be delivered in 2017 the same
year the JSM should be complete.
Integrating the weapon with
the F-35 has been a priority from
the beginning of the nations ac-
quisition of the type. In 2012 a
risk reduction study funded by
the Norwegian defence ministry
was awarded to Lockheed to ex-
plore the process. This activity
included performing physical t
checks, windtunnel tests and en-
gineering analysis.
The phased approach to the
JSM acquisition began in Novem-
ber 2013, when a bridging phase
contract was signed.
According to Kongsberg, the
Phase III investment signed on
2 July totals NKr1.5 billion.
The JSM is designed to engage
both land and sea targets and
features a low-observable radar
signature and autonomous target
recognition.
Kongsberg has worked on inte-
grating the missile on a number
of other platforms since develop-
ment began in 2008. In November
2013 the rm completed a t
check on a Boeing F/A-18F Super
Hornet, and discussions are
under way with nations interest-
ed in potentially elding the
weapon on the Euroghter
Typhoon and Saab Gripen E.
The JSM has an international
market potential of some NKr25
billion over the next 20 to 30
years, according to Kongsberg
Defence Systems president
Harald Annestad.
R
oyal Air Force operations
with the General Atomics
Aeronautical Systems MQ-9
Reaper have been boosted in Af-
ghanistan, following the intro-
duction of a second batch of ve
of the unmanned air vehicles.
A eet of ve Reapers operated
by the RAFs 13 and 39 squadrons
from Kandahar aireld were able
to provide a combined maximum
of 36h of intelligence, surveil-
lance, target acquisition and re-
connaissance services per day in
support of NATOs International
Security Assistance Force. The
extra aircraft will double this out-
put, the Ministry of Defence says.
As we focus on the draw-
down of UK forces from Afghani-
stan, the ability to provide force
protection will become increas-
ingly important, and [the] Reaper
allows us to provide this assur-
ance remotely and without sig-
nicant ground presence, says
minister for defence equipment,
support and technology Philip
Dunne.
The RAFs new aircraft feature
General Atomics strengthened
heavy weight landing gear, which
the manufacturer says has been
a standard feature for current
MQ-9 production deliveries since
March 2013.
The feature, which enables the
Reaper to operate with a heavier
gross maximum take-off weight, is
also to be retrotted to the RAFs
earlier production aircraft.
UK Reapers y armed recon-
naissance missions carrying four
Lockheed Martin AGM-114
Hellre air-to-surface missiles
and up to two Raytheon Paveway
II-series 226kg (500lb) laser-guid-
ed bombs. RAF use of the type in
Afghanistan has passed 54,000
ight hours, during which time a
total of 459 weapons have been
released, says the MoD.
Additional reporting by Craig
Hoyle in London
The deal also covers the provi-
sion of training services, plus the
overhaul and delivery of one
Aero Vodochody L-39 jet trainer.
Aerostar says it has delivered
six of the refurbished MiG-21s,
with the remaining two poised
for transfer this month.
The ghters introduce a new
capability for the Mozambique air
force. Flightglobals Ascend Fleets
database records the service as
having two Mil Mi-8 transports
and two Mi-25 attack helicopters
in service, plus one VIP-roled
Hawker 125 business jet.
Mozambique MiGs boost capabilities
FLEET
UNMANNED SYSTEMS BETH STEVENSON LONDON
RAF deploys strengthened
Reaper UAV in Afghanistan
New arrivals will enhance force protection during drawdown phase of NATO campaign
DEFENCE
15-21 July 2014
|
|
29 fightglobal.com
New aircraft,
new capability
INTERVIEW P30
T
he UK Royal Navys rst new
aircraft carrier has been for-
mally named the HMS Queen
Elizabeth, as the Ministry of De-
fence moves closer to signing a
deal for its rst operational batch
of Lockheed Martin F-35Bs.
Performed by Her Majesty
Queen Elizabeth II at Rosyth dock-
yard near Edinburgh, Scotland,
the 4 July naming will be followed
by the ood-up of the dry dock be-
fore the 65,000t ship can be oat-
ed out later this month.
First Sea Lord Adm Sir George
Zambellas says the new carriers
role will be global, strategic and
one of inter-service and interna-
tional partnership, with the
navy planning for the vessel to be
in use for 50 years.
The bow section for second-of-
class vessel HMS Prince of Wales
is already in Rosyth, ready for the
Aircraft Carrier Alliance to start
assembly.
A decision on whether to bring
it into service will come as part of
the UKs 2015 Strategic Defence
and Security Review process, in
what defence secretary Philip
Hammond says will be a trade-off
between strategic capability and
cost. However, pointing to a pro-
jected programme spend of 6.4
billion ($10.9 billion), he notes the
MoD should pull out all the stops
to operate both of them.
Each vessel will deploy with an
air wing of up to 40 aircraft, and
be capable of launching 72 fast jet
sorties per day.
Hammond says a temporary
grounding order imposed on the
F-35 eet on 3 July following an
aircraft re at Edwards AFB late
the previous month was unfor-
tunate, but also the kind of
thing that happens in aircraft
development programmes. In
June, he suggested the MoD
could sign for its rst batch of op-
erational-standard Joint Combat
Aircraft around either the Royal
International Air Tattoo or Farn-
borough air show, where the
short take-off and vertical landing
type was scheduled to appear.
A suspension of ight activities
with the Joint Strike Fighter has
no impact on our process, Ham-
mond says, with the remaining
steps to signing a deal likely to
be for 14 aircraft a matter of
commercial negotiation.
The UK has previously or-
dered four F-35Bs to support ini-
tial operational test and evalua-
tion and training activities, under
combined investments worth just
under 1 billion.
Attendees at the naming event
were able to see a full-scale
replica of the F-35B positioned at
the top of the carriers ski-jump
ramp. This combination will rst
be used during sea trials due to
take place off the US East Coast in
the fourth quarter of 2018.
The 65,000t ship will revive the Royal Navys carrier strike role
N
orthrop Grumman is to take
the lead role in a bid to offer
a version of BAE Systems Hawk
advanced jet trainer for the US
Air Forces T-X contest.
The decision to realign was
reached mutually by all team
members to better leverage
Northrop Grummans domestic
development and production ca-
pabilities, the US company said
on 7 July of the agreement for the
airframer to assume prime con-
tractor responsibilities.
Also involving Adour engine
supplier Rolls-Royce and L-3
Link Simulation & Training, the
Northrop-led team is committed
to providing the Hawk as the
most capable and affordable
training solution for the air
force, the company says.
The pitch will be based on a
US-optimised version of the
Hawk 128/T2 own by the UK
Royal Air Force.
Yet to be formally launched, the
T-X programme to acquire up to
350 aircraft to replace the USAFs
Northrop T-38 Talons has also at-
tracted General Dynamics and
Alenia Aermacchi, which are pro-
moting a T-100 version of the lat-
ters M-346. Lockheed Martin is
offering the T-50 developed joint-
ly with Korea Aerospace Indus-
tries, and Boeing and Saab have
teamed up on an all-new trainer
design, the details of which have
yet to be disclosed.
PROTOTYPE
Scorpion hightails it to air shows
Textron AirLands prototype Scorpion light attack aircraft completed
its frst transatlantic crossing, ahead of participating at the Royal
International Air Tattoo and Farnborough air show in the UK. Now
sporting a two-tone grey colour scheme, the aircraft was fown from
Wichita in Kansas, with stops made in locations including Mirabel
and Iqaluit, both in Canada, and Edinburgh, Scotland. It then con-
ducted test fights from the Ministry of Defence/Qinetiq airfeld at
Boscombe Down in Wiltshire. Textron says the type has recently
been fown to its maximum speed of 455kt (840km/h).
T
e
x
t
r
o
n

A
ir
L
a
n
d
COMPETITION CRAIG HOYLE LONDON
Northrop takes lead on
Hawk bid for T-X contest
MILESTONE CRAIG HOYLE ROSYTH
UK set to ramp up F-35 procurement
Defence secretary looking to sign order for operational aircraft, after naming of lead aircraft carrier HMS Queen Elizabeth
A
ir
c
r
a
f
t

C
a
r
r
ie
r

A
llia
n
c
e
Flight trials with the
STOVL aircraft are
due to take place off
the US East Coast
in late 2018
Are you watching the Farnborough air show? Keep up to date with
the very latest news, in-depth analysis, high-quality videos, industry
interviews and more. Head online to ightglobal.com/Farnborough
INTERVIEW
fightglobal.com 30
|
|
15-21 July 2014
Keep up to date with the latest news
from the global defence sector:
ightglobal.com/defence
A
fter years of rapid modernisa-
tion, the Pakistan air forces
chief of air staff Air Chief Marshal
Tahir Raque Butt is ushering in
a period of consolidation.
I want to concentrate on the
[Pakistan Aeronautical Complex/
Chengdu] JF-17 Thunder now. I
dont want to lose focus on what
is a very important programme
for Pakistan, he said in an inter-
view at his ofce in Islamabad.
Since 2008 the nations air
force has introduced a number of
new aircraft, including 18
Lockheed Martin F-16C/D Block
52s and four Ilyushin Il-78 in-
ight refuelling tankers.
Also added to the air forces
eet were four Saab 2000 Erieye
and four Shaanxi ZDK-03 air-
borne early warning and control
(AEW&C) system aircraft, while
most recently a batch of mid-life
update-standard F-16A/Bs from
Turkish Aerospace Industries
have been deployed.
INTEGRATION
The new Erieye and ZDK-03
AEW&C aircraft have brought us
a capability we wanted, but for
various reasons could not get.
Initially we had spares issues
with the ZDK-03s, but now they
are working well as part of our
integrated air defence system
along with the Swedish Erieyes,
he says.
Actually, the Chinese aircraft
probably provide us a little
extra, he adds.
TRANSFORMATION ALAN WARNES ISLAMABAD
New aircraft, new capability
Pakistan air force working to get best from combat and surveillance investments, says chief of staff Tahir Rafque Butt
Tahir pays tribute to the close
relationship the air force now
enjoys with Pakistans army, re-
vealing that his counterpart ser-
vice chief helped fund the Jorda-
nian F-16 procurement.
The understanding of joint
operations has underlined to the
army the importance of air
power, he notes.
As security operations in sup-
port of the army continue, he
stresses: Our F-16s, under the
guidance of the government, will
continue that role until it decides
whether to negotiate or strike.
The most important thing is
there [must] be no collateral dam-
age during these operations, so
we always use the most capable
platforms to ensure it doesnt
happen. He refers to the night
vision-capable targeting systems
integrated in both the Block 52
and MLU-standard aircraft.
Meanwhile, work is now under
way on the rst Block 2 JF-17
unit at Kamra air base, which is
likely to lead to the activation of a
third operational squadron with
the type next year.
These aircraft will bring us
newer capabilities with different
weapons, Tahir says. He de-
clines to conrm whether the ser-
vice could equip a maritime at-
tack squadron with the type at
Masroor air base, but says: We
have the weapons available to
make that possible.
DEVELOPMENT
Another development during

Tahirs time in ofce has seen the
JF-17 Flight A test group separat-
ed from Minhas-based 26 Sqn. I
felt it was too much for a squad-
ron to expect them to be opera-
tional, train pilots, visit air shows
and do testing too, so I split it,
he says.
He adds that a replacement for
the Cessna T-37 trainer is now
being considered.
I recently ew a [Hongdu]
K-8P to see for myself what this
jet trainer can do, he says.
While the [Honeywell TFE731]
engine spool up time could have
been better and it lacked a bit of
power in certain manoeuvres, it
could certainly take over the
T-37s basic training role.
He adds: Longer term we need
a lead-in ghter trainer for the
JF-17 and F-16. While its true we
have looked at the Hongdu L-15,
its a matter far from resolved.
On the subject of Chinas
Chengdu J-10, he says the Paki-
stan air force is interested, but
that the JF-17 is a much more
pressing matter.
We have to get all the depot
work and operational procedures
sorted on the JF-17 before we
consider [the J-10]. And also be
sure we have the money
available, he says.
P
a
k
is
t
a
n

a
ir

f
o
r
c
e
The service lost one its
ZDK-03s during an attack by in-
surgents at Minhas air base in
2012. Addressing security issues
takes up much more of the air
chiefs time than he would like,
but having suffered another attack
on Minhas in 2007 and repelled
another at Peshawar, improve-
ments were clearly needed.
The attacks by miscreants
have led us to recruit an extra
7,500 personnel for new security
wings. Tahir says. Now we
have an air wing, [a] maintenance
wing and [a] security wing at all
the air bases.
Another issue is the services
budget. I have to be mindful of
the monies the government
makes available, Tahir says.
Operational ying and training
is being kept at previous levels,
but the modernisation has been
curtailed.
However, during his two years
in ofce Tahir has presided over
one major acquisition 13
F-16A/Bs from the Royal Jorda-
nian Air Force.
They have allowed us to cre-
ate a fourth F-16 squadron,
which means we can relieve the
high-value Block 52s and MLU
F-16 Block 15s from some of the
training duties and preserve their
ying time, he says.
Delivery of the ex-Jordanian
Block 15s earlier this year saw
the activation of 19 Sqn at Mush-
af air base as an F-16 operational
conversion unit.
I want to concentrate
on the JF-17. I dont
want to lose focus
on a very important
programme
ACM TAHIR RAFIQUE BUTT
Chief of air staff, Pakistan air force
P
a
k
is
t
a
n

a
ir

f
o
r
c
e
The service promoted the Thunder at last years Dubai air show
Introducing the Boeing Maritime Surveillance Aircraft. It combines proven ISR capability derived from the
Boeing P-8 mission system with the Bombardier Challenger 605. The result is a low-risk, non-developmental
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COMPLETE SURVEILLANCE CAPABILITY
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fightglobal.com 32
|
|
15-21 July 2014
David Learmount offers his succinct views
on the complexities of aviation safety:
ightglobal.com/Learmount
H
aving examined the recent
safety performance of oil and
gas industry support helicopter
operations in the UK sector of the
North Sea, the UK parliamentary
transport select committee has
called for an independent public
inquiry into the UK Civil
Aviation Authoritys failure to
consider the evidence that
commercial pressure impacts on
helicopter safety.
In a report, the committee adds
that the role and effectiveness
of the CAA also needs to be inde-
pendently reviewed. However,
the committee does not question
the CAAs technical expertise,
nor the Air Accidents Investiga-
tion Branchs conclusions in re-
cent accident investigations.
The report also reveals a lack
of condence in EASA, citing
regulatory inertia, and calls on
the CAA to take leadership and
for the UK government to give it
that power in the event of Euro-
pean failure to act.
While the report says it wel-
comes the CAA review of off-
shore operations published in
February, which contained 32
recommendations for improve-
ment particularly in ditching
survivability the committee
says there are areas neither agen-
cy has addressed.
Of the CAAs recommenda-
tions, the report says: The CAA
now needs the co-operation of
the oil and gas industry, helicop-
ter operators and EASA to ensure
its recommendations are carried
through to conclusion.
CONCERNS
The committee says its own
study is a reaction to the fact that
UK North Sea helicopter opera-
tors providing support to the off-
shore oil and gas industry have
suffered ve serious accidents
since 2009 two of them fatal.
This has resulted in concerns
among the oil rig workforce about
The Super Puma family is not considered a singular danger risk
Parliamentary committee calls for inquiry into UK CAA role and effectiveness following offshore helicopter accidents
STUDY DAVID LEARMOUNT LONDON
North Sea safety under re
the safety of the industry as a
whole and of the Airbus Heli-
copters Super Puma eets in par-
ticular and this concern has not
been adequately addressed.
The report says: We were dis-
heartened to learn of instances
that reect a macho bullying cul-
ture, in which worried workers
were told if they disliked the risk
they should leave the industry.
We were extremely concerned
to hear about how crash survivors
wearing safety equipment strug-
gled to evacuate through egress
windows after helicopters cap-
sized in the sea, the committee
adds. Another major concern,
says the committee report, is the
lack of standardisation in operat-
ing procedures. This is driven by
differing customer requirements,
which the operators strive to
meet, but it forces crews to oper-
ate different procedures for dif-
ferent customers.
The committee notes that there
is much greater operational
standardisation in the statistical-
ly safer Norwegian sector, and
adds: The CAA must use its
chairmanship of the [newly
formed] offshore helicopter safe-
ty action group to lead the stand-
ardisation of customer require-
ments for helicopter operators.
Although the committee says
there is insufcient evidence to
dismiss the CAAs claims that
there is no signicant differ-
ence in safety statistics or operat-
ing practices in the UK and Nor-
wegian sectors, the report notes a
difference in reporting culture.
The CAA identied a worry-
ing difference between Norway
and the UK in occurrence report-
ing, but it acknowledged that
more work is required to explain
it, the report states. The CAA
must undertake a joint review
with its Norwegian counterparts
to uncover why more occurrenc-
es are reported in Norway, de-
spite its smaller eet.
Mandatory occurrence report-
ing has been a part of the British
system for years, and was intro-
duced by the Norwegians rela-
tively recently but from that
standing start Norwegian opera-
tors have apparently set up a sys-
tem more open to participation.
The committee was particular-
ly shocked by the discovery that a
standard pre-ight brieng for
passengers on the use of emer-
gency breathing systems (EBS)
was out of date and inaccurate,
adding that this demonstrated
complacency among operators
and at the CAA.
DISTURBING
The report, referring to the death
by drowning of four passengers in
the 23 August 2013 Sumburgh ac-
cident, says: It is deeply disturb-
ing it took a fatal accident before
the awed EBS brieng was iden-
tied. The CAA must ensure that
helicopter operators regularly re-
view all safety brieng material to
ensure it is up to date.
The CAA must consult the
offshore workforce to ensure that
safety brieng material is easily
understood and t for purpose.
In fact, the committee makes it
clear it believes the CAA and
AAIB do not consult survivors
and system users to the extent
they should, adding: The AAIB
must keep survivors informed on
the progress of investigations.
The CAA could learn a great
deal by meeting survivors and
considering their experiences.
For example, survivors sugges-
tions on enhancing the visibility
of equipment are compelling,
and from personal experience.
More widely, the oil and gas
industry must examine the expe-
riences of crash survivors. In par-
ticular, more must be done to ad-
dress the nancial and
psychological anxiety of survi-
vors who cannot [face the jour-
ney to] work [after the accident].
One area of agreement be-
tween the committee, the CAA
and the AAIB is that there is no
cause to conclude that the Super
Puma is more of a safety risk than
its competitors.
The CAA could
learn a great deal by
meeting survivors
and considering
their experiences
SELECT COMMITTEE REPORT
A
ir
b
u
s

H
e
lic
o
p
t
e
r
s
BUSINESS AVIATION
15-21 July 2014
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33 fightglobal.com
Stretching
the Dream
FEATURE P36
JETTECH CERTIFICATION
US engineering company JetTech
has received US supplemental
type certifcation to install
Garmin touchscreen
GTN650/750 GPS navigation
and communication systems on
Cessna Citation Jets manufac-
tured between 1993 and 1999
serial numbers 0001 to 359.
The certifcation paves the way
for the upgraded light business
jets to perform fully autopilot cou-
pled global position system-local-
iser performance with vertical
guidance (GPS-LPV) approaches.
PROFLIGHT SOLD
TRU Simulation and Training
has acquired US training pro-
vider ProFlight for an undis-
closed sum. Carlsbad,
California-based ProFlight pro-
vides fight training on the
Cessna Citation Jets series of
light business jets and the air-
framers Conquest family of
twin-turboprops. This acquisi-
tion allows us to better leverage
our manufacturing, product and
service expertise to bring the
most comprehensive pilot train-
ing to current and future Textron
Aviation customers, says
Goose Creek, South Carolina-
based TRU a subsidiary of
Textron Aviation, along with
Cessna and Beechcraft.
HELICOPTER SAFETY
The ASEAN helicopter safety
team (AHEST), which repre-
sents the 10 countries of the
Association of Southeast Asian
Nations and China, has met for
the frst time to address the
regions poor civil helicopter
safety standards. The 15-strong
group includes manufacturers,
operators, regulators and cus-
tomers. In uniting stakehold-
ers from the helicopter industry,
AHEST is committed to estab-
lishing international partner-
ships that can reverse negative
helicopter industry safety
trends and improve the helicop-
ter safety culture overall, says
CHC Helicopter, one of the
regions largest rotorcraft
operators.
IN BRIEF
ANNOUNCEMENT ARIE EGOZI TEL AVIV
IAI re-enters light jet sector
with undisclosed partner
Israeli airframer remains reticent on who is involved in six-seater development project
I
srael Aerospace Industries has
become involved in an effort to
develop a small business jet that
will offer low cost travel up to
1,300nm (2,400km).
The Israeli company will only
conrm the small jet is designed
to seat six passengers, and that
the basic operational costs will be
low. The company is working
with an undisclosed partner, and
has so far completed the aircrafts
initial design.
IAI has previously made two
short-lived forays into the low
end of the business aircraft mar-
ket. The rst venture came in the
late 1990s, when the then-Israel
Aircraft Industries signed a co-
operation agreement with US
start-up Avocet to co-develop a
very light jet.
The twin-engined ProJet was
designed for six passengers, and
intended to have the capability to
take-off and land in as little as
914m (3,000ft).
The type would have own at
365kt (675km/h) up to an altitude
of 41,000ft, with a maximum
cruising range of 1,200nm.
The programme was cancelled
in 2006, after Avocet failed to se-
cure additional partnerships to
help complete development.
A year earlier in 2005, IAI es-
tablished a strategic partnership
with Colorado-based start-up
Aviation Technology Group to co-
develop the two-seat Javelin per-
sonal jet. However, this project
was also cancelled two years
later, due to a lack of funding.
While IAIs previous involve-
ment with business aircraft start-
ups has been unsuccessful, the
company has had a long-standing
and fruitful partnership with
business jet airframer Gulfstream.
IAI manufactures the midsize
G150 and super-midsize G280 for
Gulfstream from its Tel Aviv base.
Production rates for both models
have suffered, however, due to the
international economic situation.
The Israeli company has been
searching for a way to utilise its
knowledge and capability to de-
sign and manufacture aircraft for
years. These capabilities were de-
veloped in the 1980s to support
IAIs Lavi single-engined multi-
role ghter.
However, this programme was
cancelled in 1987 as a result of
pressure from Washington DC.
Wijet, Air France launch private service
COLLABORATION KATE SARSFIELD LONDON
F
rench business aircraft opera-
tor Wijet has teamed up with
Air France to offer private jet
services to the ag carriers rst
class passengers.
The collaboration is designed
to enhance Air Frances premium
offering in what has become a
competitive and lucrative niche
for many international airlines.
The Wijet/Air France service
launched on 3 July using a eet of
Cessna Citation Mustangs, but
the charter operator which
began operations seven years ago
says it performed test ights
in April, May and June that
proved very popular.
The service is targeted at Air
France La Premire long haul
passengers ying into its Paris
Charles de Gaulle hub. These cus-
tomers can charter the entry-level
jet to and from their nal destina-
tion at a cost of 2,400 ($3,300)
per hour. The connections are
available to or from 1,200 airports
W
ije
t
The charter firm will operate a fleet of Cessna Citation Mustangs
located within up to 3h of Paris.
Air France will be hoping to
emulate the success of fellow
European airline Lufthansa.
The German ag carrier blazed
a trail nine years ago with the in-
troduction of its Lufthansa Pri-
vate Jets (LPJ) service, which it
offers in partnership with the
worlds largest business aircraft
operator, NetJets.
LPJ has grown year on year
since services began, Lufthansa
says, although it remains tight-
lipped on passenger, revenue and
ight numbers. LPJ offers passen-
gers onward travel via the NetJets
eet throughout Europe and
North America, plus ad hoc point-
to-point business jet travel.
WiJet currently operates four
Mustangs, is scheduled to take
delivery of a fth this quarter and
will accept another pair of four-
passenger twinjets before the end
of the year. The Le Bourget-head-
quartered company is adding
new bases in Brussels, Geneva
and Luxembourg in September
and October.
Illustration shows conceptual data only
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on demand
COVER STORY
fightglobal.com 36
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15-21 July 2014
MAX KINGSLEY-JONES SEATTLE
CUTAWAY DRAWING TIM HALL &
TIM BICHENO-BROWN
ENGINE DEVELOPMENT
POWER KEEPS PACE WITH AIRFRAME GROWTH
NEITHER ROLLS-ROYCE or
General Electric have produced
new hardware specifcally for the
787-9, but both engines have
their nominal thrust bumped to
74,000lb (329kN) up around
4,000lb. The -9s introduction
coincides with the latest up-
grade to the Trent 1000.
Both engine makers have
been progressively upgrading
their 787 engines with pack-
ages that address fuel-burn
and weight improvements as
well as maintenance costs.
Package C is standard for
the Trent 1000 on the -9,
which will be standard for the
entire 787 family going for-
ward, says Mark Jenks, vice-
president of 787 development.
Right now all the -8s are fying
with Package B engines, and
they will move to Package C,
so it will be a common engine
going forward.
PACKAGE C DELIVERY
It so happens that the frst pro-
duction delivery of a Package C
will be on the frst -9.
The GEnx-1B standard for
the -9 is already being deliv-
ered on the -8, which features
the latest performance im-
provement package, PIP 2.
R-R is developing a Trent
1000 growth version for the
787-10, dubbed the TEN, but
this engine will also be avail-
able on the smaller 787s and
will likely precede the arrival of
the new Dreamliner variant,
says Jenks. The engine growth
path isnt strictly tied to the
airplane. Its to everyones ad-
vantage to have one engine
standard as we go forward.
The 787-10 will have a nom-
inal 2,000lb thrust increase
over the -9, to 76,000lb.
Boeing is yet to disclose which
launch customer will be the
frst to receive the new aircraft
and which engine manufac-
turer will be the lead partner in
the fight-test effort.
The 1,500h ight-test programme was
kicked on on 17 September 2013 with
the maiden ight of ZB001 from Everett
Boeing has acted on the lessons it learnt with the original
787 in developing the larger -9, incorporating major
improvements to simplify build and boost performance
W
hen launch customers Air New
Zealand, United Airlines and
All Nippon Airways introduce
their rst 787-9s in the coming
months, it will mark a watershed for Boeings
Dreamliner. Seattle will be hoping that after a
smooth nine-month ight-test programme on
the -9, it can nally put the troubled birth of
its smaller sibling behind it. It will at last be
able to fully focus on the remarkable techno-
logical innovation that this all-new twinjet
represents, and move on from the undercur-
rent of issues that surrounded the pro-
grammes early years.
The rst 787-9 built (ZB001), which was
the 126th Dreamliner off the line, made its
rst ight from Everett on 17 September 2013.
At the rst ight event, Boeing Commercial
Airplanes president and chief executive Ray
STRETCHING
THE DREAM
Conner described the new arrival as a beauti-
ful machine. Its going to be the backbone of
the 787 eet, for sure.
He added that the 787-9 is in the sweet
spot from the long-haul perspective. The -8
is more of the 767-sized airplane, to open up
thin routes, more of a pathnder. The longer-
range, higher density 787-9 will pick up
from there.
IN DEMAND
By June 2014, the 787-9 was closing in on its
smaller sibling in the sales stakes, with its
order book of 413 sales (from 26 customers)
approaching the 486 for the 787-8. According
to Flightglobals Ascend Fleets database,
787-9 sales have been outpacing the -8 in the
order of two to one since mid-2010.
Boeing had a stretched derivative as part
of the 787s family plan from day one as
well as an optimised short-range variant for
the Japanese regional market. At the time of
launch in April 2004 (as the 7E7), the
baseline 240-seater was due to y in 2007
and enter service a year later. When plans
were rmed for the 787-9 stretch, it was ex-
pected to follow the -8 by around two years
and debut in 2010.
There was also early talk of a double-
stretch, the -10X, but plans went on the back
burner before being revived last year when it
was launched at the Paris air show for a 2018
debut. Air New Zealand was nominated
launch operator for the 787-9 in May 2006,
when it converted its order for six 787-8s to the
larger variant. Delivery was slated for late 2010.
As is now well known, the only date that
Boeing kept to in the 787s original develop-
ment schedule was the much-vaunted roll-
out, on 8 July 2007 (or 7-8-7 in US date for-
mat). First ight originally due within
weeks of the roll-out nally took place two
and a half years later on 15 December 2009.
By that time Boeing had dropped plans for the
regional 787-3, but was moving forward
with its 787-9 efforts.
787-9 TECHNICAL DESCRIPTION
15-21 July 2014
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37 fightglobal.com
As well as falling far behind schedule, the
early 787s also missed their performance tar-
gets, with Boeing Commercial Airplanes then
chief, Jim Albaugh, admitting in March 2011
that the rst [-8] airplanes are going to be a lit-
tle heavy. Engine performance was also be-
hind target, and all the stakeholders have
worked hard to claw back the decit an effort
that the 787-9 appears to have beneted from.
Launch customer All Nippon Airways ew
the Dreamliners debut service on 26 October
2011, but operations were halted globally in
January 2013 before deliveries could get fully
into their stride in the wake of the infamous
lithium ion battery res. The Dreamliners air-
worthiness was restored through a series of

The -9s a beautiful machine.
Its going to be the backbone
of the 787 eet, for sure
RAY CONNER
Boeing Commercial Airplanes president
modications to the battery installation, and
the eet returned to service after a three-
month hiatus in April 2013.
Although the stretch was in the plan from
the very beginning, Boeing concentrated on
the baseline variant initially, before nalising
the 787-9 conguration in mid-2010. By this
time, service entry with Air New Zealand was
slated for late 2013.
The rationale behind the larger variant
was simple: take the 787-8 with its innova-
tive carbonbre wing and fuselage structure
(composites represent 50% of the aircraft, by
weight, compared with 20% for aluminium)
and advanced technology engines from
General Electric and Rolls-Royce, and stretch
it to boost capacity by around 40 seats to
280 passengers.
Despite being a growth variant, the -9 has an
increase in range over its smaller sibling to the
tune of some 450nm to 8,300nm (15,370km),
despite having near identical fuel capacity.
LOSING WEIGHT
We made a conscious decision to drive im-
provements into the second 787 model to get
the increased range as well as passenger
count, explains Mark Jenks, vice-president
of 787 development. But the fact that we
were able to take signicant weight out of the
airplane with the learnings that we had, in ad-
dition to the reduced drag from the HLFC (hy-
brid laminar ow control) system, we were
able to go to a place on the [aircraft develop-
ment] Z chart that normally would not be the
spot for the second model.
Boeing is guarded about the -9s clever new
B
o
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BOEING 787 ORDER BOOK
Delivered Backlog Total
787-8 161 329 490
787-9 1 408 409
787-10 0 132 132
Total 162 869 1,031
NOTES: Data to July 2014 SOURCE: Boeing
COVER STORY
fightglobal.com 38
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15-21 July 2014
The wing is identical in shape to the -8s but incorporates significant structural changes
A
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Z
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piece of engineering for competitive rea-
sons, saying only that the HLFC system pro-
vides a signicant reduction in drag and
therefore fuel burn. It clearly believes in the
technology, as it will be standard on both the
-10 and the new 777X family.
Learnings from the design and construction
of the baseline Dreamliner incorporated into
the -9 deliver more efciency both to the pro-
duction system and the aircrafts perfor-
mance. But incorporating these improve-
ments has impacted commonality between
the -8 and -9, with the latter now effectively
becoming the base aircraft from which the -10
is being developed.
MORE DIFFERENT
The -9 is more different from the -8 than the
-10 will be to the -9, says Jenks. We made a
number of improvements based on the early
learning on the -8. Some of those learnings
and revisions are going back on the -8, but
some wont.
There are a number of improvements we
made on the -9 that weve either already put
back on the -8 or we already know we will and
have a specic line number. There are others
where we havent made any rm decisions.
We have reduced the weight of the -8
since its introduction by putting -9 improve-
ments on to it, he adds.
We still see a demand for the
-8, but the -9 and -10 look like
the bigger long-term markets
MARK JENKS
Vice-president of 787 development
So there was a fair amount of difference
when we rolled in our learning from the -8.
Because we learned so much so quickly and
got all that into the -9, its at a point where we
can keep it very common and the -10 will be
very, very similar to the -9. Large parts will be
virtually identical.
The -9 improvements that are being re-
worked into the -8 have been phased in
groups, but there has been no major block
change, says Jenks. We do have a very disci-
plined process where we group together the
changes into logical blocks of improvements
and put them back on to the -8.
While the 787-9s weight is higher than the
-8s due to the stretch and increased skin
gauges to cater for the higher maximum take-
off weight, Boeing has saved greater than
1,000lb through weight efciency over the
-8, says Ed Petkus, deputy chief project engi-
neer on 787 derivative development. And
we are below our committed weight on the
programme. Mark [Jenks] and I drove the
team to watch the weight because we were re-
covering performance for our customers, so
that was a major focus, he adds.
SIMPLE STRETCH
The -9s weight today is virtually identical to
mid-2010 when we had rm conguration.
Its actually a few hundred pounds less,
Jenks says.
All the -9s improvements will be carried
across to the 787-10 which is effectively a
simple stretch of the -9 offering 40 more
seats but approximately 1,300nm less range.
The main gear trucks are wider and longer to accommodate the larger tyres and brakes needed for the -9s higher operating weights
15-21 July 2014
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39 fightglobal.com
BOEING 787-9 FLIGHT-TEST FLEET
787-9 no. Line no. Aircraft code Engine First ight Responsibilities
1 126 ZB001 R-R 17 Sep 2013 Flight controls, futter, ground effects, Initial airworthiness, stability and control
(to be reworked for delivery to Air New Zealand)
2 133 ZB002 R-R 7 Nov 2013 Autoland, avionics, fuel, propulsion (performance) and systems (ECS and nitrogen generation)
(to be reworked for delivery to Air New Zealand)
3 139 ZB021 GE 19 Nov 2013 Aero (low-speed performance), braking, futter and propulsion (performance)
(to be reworked for delivery to Japan Airlines)
4 146 ZB197 R-R 9 Apr 2014 Electromagnetic effects, ETOPS, and function and reliability (for All Nippon Airways)
6 181 ZB167 GE Due July 2014 Electromagnetic effects, ETOPS, function and reliability (for United Airlines)
NOTE: ffth 787-9 (ZB003) is frst aircraft delivered to Air New Zealand (line no 169, ZK-NZE)
SOURCE: Boeing/Flightglobals Ascend Fleets database
CERTIFICATION
FIVE-AIRCRAFT FLEET COMPLETES SMOOTH 1,500H FLIGHT-TEST EFFORT
AFTER THE maiden fight of the ini-
tial development 787-9 a Rolls-
Royce Trent-powered version in
September last year, Boeing has
completed a relatively straightfor-
ward 1,500h fight-test programme
involving three Trent-powered air-
craft and two General Electric GEnx-
powered aircraft (including two
customer aircraft).
Boeings three development 787s
(Trent-powered ZB001/ZB002, and
GEnx-powered ZB021) undertook the
bulk of the test programme. They are
all being reworked for customers
once their test duties are completed.
The fourth 787-9 (ZB197), which
is the frst for All Nippon Airways,
few in April (in ANA colours) and
undertook function and reliability
(F&R) testing for the Trent-powered
787-9. The frst 787-9 for United
Airlines (ZB167) was due to fy in
July, and is undertaking the F&R pro-
gramme for the GE-powered version.
Boeing received type approval
from the US FAA and the European
Aviation Safety Agency on 13 June.
However Boeing needed last-minute
waivers for two fight systems. These
applied to a reliability problem with
the ram air turbine discovered late in
testing, and a functional issue with
the altitude-select dial on the mode
control panel.
Boeing ew the Trent-powered F&R programme with the rst 787-9 for ANA (ZB197)
Boeing completed rm conguration in April
2014 and is targeting a 2017 rst ight for a
2018 service entry.
Jenks says that the decision not to chase
extra range on the -10 is key to the very high
level of commonality between the two
stretched variants and enabled them to be
similar structurally. We kept the MTOW the
same and let the range fall out, which is
plenty for over 90% of the addressable mar-
ket, he says.
Probably the single most interesting fea-
ture of the new 787 variant is its HLFC sys-
tem on the leading edges of the n and tail-
plane. Petkus explains that the system works
by providing suction which delays the tran-
sition of the boundary layer from laminar
ow into drag-incurring turbulent ow. So
we get a block fuel efciency overall, for the
airplane, he says.
I cant share [much more], except that
both Airbus and us have been working on that
for decades and I think Boeing has nally
found the ingredients to the secret sauce to
make that work, he adds.
We demonstrated that on a small inboard
panel on a -8 ight-test airplane a couple of
years ago, which gave us the condence to
put that on to the -9.
SIGNIFICANT BENEFIT
Boeing will not disclose the magnitude of the
aerodynamic benet that HLFC delivers, be-
yond saying it is signicant. Jenks adds:
The tail contributes a fair amount of drag in
cruise, so being able to attack the drag of the
empennage has a pretty signicant benet to
the overall performance.
While HLFC is incorporated into the 787-
10, Jenks says that there is no rm plan to
introduce it on the -8. We certainly could.
Theres a business case we have to run its a
function of how many more -8s are we going
to build and the detail cost to put it on.
The 787-9 is 10 frames longer than the -8,
with ve-frame (3.05m/10ft) extensions
forward increasing overall length to 62.8m.
The -10 is stretched by a further nine frames
ve forward and four aft.
The increased length is achieved by pro-
ducing longer integral fuselage sections,
which on the -9 are the Kawasaki Heavy In-
dustries-built section 43 and Alenia-pro-
duced section 46.
Despite its longer fuselage, the -9 does not
need a tailskid, but one will be incorporated
on the -10, says Petkus.
The highest MTOW option offered on the
-9 is 252.7t (557,000lb), which is 24.8t greater
than the 787-8. This high-weight option was
conrmed by Boeing for the -9 (and the -10)
shortly after the -9s certication. It is an ap-
proximately 2t increase over the previously
highest weight offered (250.8t), delivering a
range boost of around 120nm for each variant.
Boeing cites its disciplined execution of
the 787-9s development in allowing more
range capability than previously planned.
Customers have the option of a higher
M
a
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K
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/
F
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COVER STORY
fightglobal.com 40
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15-21 July 2014
Tim Bicheno-Brown/Flightglobal
BOEING 787-9 GENERAL ARRANGEMENT
10m
30ft
0
0
Tim Bicheno-Brown/Flightglobal
BOEING 787 VARIANT EVOLUTION
+5 frames
+5 frames +4 frames
+5 frames
787-10
68.3m
787-9
62.8m
787-8
56.7m
HLFC system on empennage delivers
significant drag reduction, says Boeing
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MTOW to unlock even greater range or
y more passengers and/or cargo, it says.
The fuselage structure of the -9 incorpo-
rates local strengthening to cater for the high-
er operating weights, as well as a revised
frame design to improve weight efciency.
In the fuselage, we went from a two-piece
frame construction [on the -8] to a one-piece
frame construction, says Petkus, referring to
the internal fuselage frames which provide
reinforcement every 60cm along the barrels.
These look like a Z and we didnt know
how make a Z in one piece so the -8 is basically
made up with two Cs that are riveted, says Pet-
kus. We also didnt know how close we could
control the tolerances, but after we got con-
dence we found a way of making a one-piece
frame which saves weight and complexity.
REDUCED GAUGE
This improvement is unlikely to be adopted
wholesale for the -8s fuselage, says Petkus,
but might be incorporated in some sections.
In some areas, the fuselage skin gauge has
actually been reduced, such as in the Spirit
AeroSystems-built section 41 nose assembly.
We found we had over-designed it in some
areas and weve already put that [improve-
ment] back on the -8, says Petkus.
The section 41 also incorporates a rede-
signed cockpit surround structure that is light-
er and more efcient to produce. Weve gone
from a pretty complex machined-titanium
structure for the bird cage that supports the
windows, to a single-piece aluminium design
which gives very signicant cost and weight
savings, says Jenks. We initially used a lot of
titanium due to galvanic corrosion concerns
[around using aluminium with composites],
but as weve got smarter weve got very robust
ways to work those issues. As long as you seal
and coat things properly, its not an issue.
Petkus says that this redesign, along with the
reduction in fuselage skin gauge, was incorpo-
rated into 787-8 production on an aircraft built
close in the sequence to rst -9. Flightglobal
understands that the section 41 redesign was
introduced at a design optimisation block
point with 787-8 line no. 127, immediately
after the rst 787-9 (line no. 126).
The use of titanium has also been dropped
within the door surrounds. We went to com-
posite on the -9 and will put that back on the
-8, says Jenks.
The cockpit itself is identical to the earlier
model, with changes limited to improve-
ments to the ight control laws and the addi-
tional ap settings.
The major system changes on the -9 are as-
sociated with the higher passenger count,
says Jenks.
We have fundamentally upgraded the ca-
pacity of the environmental control system
(ECS), and there are some electrical power
changes that go along with that. Weve also in-
creased the capacity of the ICS chilling sys-
tem due to the additional galleys and in-
creased number of carts.
There are no changes to the modied lithi-
um battery installation, which was intro-
duced on the 787-8 in response to the res
that caused the 2013 grounding.
STRUCTURAL DIFFERENCES
While the -9s wing is identical to the -8s in
planform and area, it incorporates revised
structural design, partly to improve construc-
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tion and partly to cater for the higher weights.
The 787-9 has what is effectively the third
major iteration of 787 wing, which had a block
change from aircraft seven to incorporate sig-
nicant weight reductions. More weight im-
provements were introduced throughout the
airframe from aircraft 20 as part of a mission
improvement block change, although the
wing was affected to a lesser extent, says Jenks.
The -9 wing will be adopted for the -10,
which is currently envisaged to share the
same operating weights. The wing has been
strengthened to accommodate the higher
weights, as have the high-lift devices due to
the higher approach speeds of the larger vari-
ant, says Petkus. There are also three addi-
tional, deeper ap settings.
The -9s wing skins are increased in thick-
ness and some of the ttings are increased in
size. The -10 wing will have additional
strengthening in the order of 100lb to cater
for the slight increase in dynamic loads cre-
ated by the longer fuselage, says Jenks. Be-
cause it is very little weight, we can poten-
tially put that same wing back on the -9,
because its almost identical. So our goal is to
truly have the same wing [on the -9 and -10].
Right now we still see a demand for the -8,
but the -9 and -10 look like the bigger long-term
markets and so having the bulk of production
use the same wing is a tremendous advantage.
Petkus says material was removed from
some parts of the wing on the -9, such as in-
side the leading edge, because after further
renement we found we had too much
strength capability in the -8, so we optimised
it to have a weight improvement.
One technology we introduced is the vent
stringer. Instead of an I-shaped stringer on
the -8, we went to a hat shape. This co-func-
tions as the airplanes fuel vent system in
place of regular vents on the -8. It was expen-
sive for us to build but its more structurally
efcient, says Petkus.
The redesign provides savings in both
weight and assembly time, but is one of the
things that doesnt make sense to put back on
the -8, he adds.
There are no material changes with the
wing or fuselage structure, and earlier plans to
replace some of the aluminium ribs with com-
posite ribs in the -9s wing were dropped. We
looked at it for three or four of the inboard
ribs, but the technology wasnt quite there
and we didnt need it for weight perfor-
mance, Petkus says.
JOIN EFFORT
Fundamentally the -9s side-of-body join de-
sign is very similar to the -8s, which itself
was subject to a redesign late in the pro-
gramme after Boeing ran into major problems
during ground testing prior to the Dreamlin-
ers maiden ight. This required major modi-
cations to reinforce the structure inside the
centre wingbox and wing.
We cleaned those changes up a little bit as
they were made late in the game, and so it
wasnt necessarily the lightest design. We
made some improvements to take out weight
and make it a little bit easier to build to allow
increased production rate. Some of those
minor adjustments have been put back on the
-8, says Jenks.
Its a little bit heavier than before we had
to add some of the changes, but we dont plan
a redesign.
The architecture of the composite tailplane
has been simplied by moving from the -8s
Being able to attack the drag
of the empennage has a
pretty signicant benet
MARK JENKS
Vice-president of 787 development
Cockpit differences between the -8 and -9 (above) are limited to the flap controls
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COVER STORY
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BOEING 787 FAMILY SPECIFICATIONS
787-8 787-9 787-10
Length (m) 56.7 62.8 68.3
Wingspan (m) 60.2 60.2 60.2
Height (m) 16.9 17.0 17.0
Fuselage cross-section (m) 5.74 5.74 5.74
Internal cabin width (m) 5.49 5.49 5.49
Cargo volume (m3) 124.5 154.4 175.2
Seating total (3-class) 242 280 323
Seating breakdown (F/J/Y) 16/44/182 16/50/214 18/58/247
Maximum take-off weight basic (t) 227.9 247.2 242.7
Maximum take-off weight option 1 (t) - 250.8 250.8
Maximum take-off weight option 2 (t) - 252.7 252.7
Maximum Landing weight (t) 380.0 192.8 201.8
Maximum zero fuel weight (t) 161.0 181.4 192.8
Maximum fuel capacity (l) 126,200 126,370 126,370
Engine thrust nominal (lb) 69,800 74,000 76,000
Cruise speed (Mach) 0.85 0.85 0.85
Range (nm) with 3-class pax (basic MTOW) 7,845 7,925 6,300
Range (nm) MTOW option 1 - 8,185 6,895
Range (nm) MTOW option 2 - 8,310 7,020
List price (2013 $ million) 211.8 249.5 288.7
SOURCE: Boeing
787-9: DIFFERENCES FROM 787-8
SOURCE: Boeing
Main landing gear trucks wider and longer and incorporate larger tyres
and brakes
Tailplane design simplifed from three-piece to two-piece construction
Revised environmental control system with increased capacity
Hybrid laminar-fow control system on leading edge of fn and tailplane
Five frame extension (3.05m/10ft) in Section 43
Five frame extension (3.05m/10ft) in Section 46
Revised section 41 incorporating lighter, simpler cockpit-surround
structure
Nominal engine thrust increased by 4,000lb to 74,000lb
Structure changes introduced to reduce weight and simplify
production
Wing: strengthened for higher weights with structure locally
optimised for weight saving; revised vent stringer design
Additional fap settings
Higher operating weights (MTOW raised by
up to 22.9t)
Forward cargo hold four additional LD-3
containers
Rear cargo hold four additional LD-3
containers
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three-piece construction to a two-piece
construction which improves weight and pro-
duction efciency, says Petkus. We went
from building it like a wing with two out-
board sections and a centre box, to one centre-
line join.
Initial manufacturing development work of
the revised design was undertaken by Boeing
at Everett and series production is allocated to
Boeings plant in Salt Lake City, which also
builds the n. Tailplane production will be
shared with Alenia Aermacchi, which al-
ready builds the 787-8s tailplane at its Foggia
plant in Italy. It was a matter of balancing
Alenias production capability, Jenks says.
They were ramping up on the -8s [tailplane]
just as we needed to get the -9 developed.
Major changes have been incorporated into
the 787-9s Messier-Bugatti-Dowty-built main
landing gear, which will be fed into the -10.
The -9s main gear trucks are both wider and
longer than the -8s to accommodate the larger
tyres and brakes to cater for the higher operat-
ing weights. The nosegear is unchanged.
The truck changes were made to get more
width so we could keep the pavement loading
in line as we increased the take-off weight,
says Petkus. We will use the same truck size
on the -10, but were going to add a semi-lev-
ered gear to buy a little more rotation margin.
To accommodate the larger gear, the depth
of the main-gear wheel well has been in-
creased. This enables the shape of wing-to-
body fairing to be identical on the -8 and -9.
DELIVERY RATE
Final assembly of the -8 and -9 is shared be-
tween Boeings Everett plant near Seattle and
the new line in Charleston, South Carolina,
from where deliveries are running at a com-
bined rate of around seven a month. The cur-
rent production rate is 10 a month, rising to
12 by 2016 and 14 by the and of the decade,
with further increases planned.
787-9 launch operator Air New Zealand, a
R-R customer and new to the 787, took deliv-
ery of its rst -9 on 30 June, and after some
short-haul proving ights plans to introduce
the 302-seater on services between Auckland
and Perth in October, with Shanghai and
Tokyo joining the network by the end of 2014.
United Airlines, which already ies the
787-8, will be rst to take the GEnx-powered
version. It is due to receive its rst aircraft this
summer and will initially operate the
252-seater (48 business class, 88 economy-
plus and 116 economy) on US domestic
routes before using it to launch Melbourne
services from Los Angeles in October.
We went from a two-piece
fuselage frame construction
to a one-piece construction
ED PETKUS
Deputy chief project engineer, 787 derivatives

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787-9 CUTAWAY
This page should come with a cutaway poster
of the Boeing 787-9. If yours is missing or
damaged please contact:
Dawn Hartwell
Quadrant House, The Quadrant,
Sutton, Surrey SM2 5AS, UK
Tel: +44 (0) 20 8652 3315
Fax: +44 (0) 20 8652 3840
dawn.hartwell@ightglobal.com
FLIGHT
INTERNATIONAL
ROTORCRAFT
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15-21 July 2014
STEPHEN TRIMBLE WASHINGTON DC
Two bidders will shortly be chosen to build demonstrators
for a US Army-led programme to demonstrate a potential
next-generation high-speed rotorcraft for the military
UPWARDS,
ONWARDS
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wo companies will be chosen on 1
August to build separate demonstra-
tors under the US Army-led Future
Vertical Lift (FVL) initiative.
Describing exactly what that means, how-
ever, comes thick with technological, indus-
trial and programmatic caveats.
First, FVL is not a funded acquisition pro-
gramme, which leaves the future beyond the
ve-year demonstration of two high-speed
rotorcraft open to doubt.
It could become the heart of the US military
rotorcraft eet after 2030, or it could become
another chapter in the long history of failed
attempts to combine the speed and range of a
xed-wing aircraft with the vertical lift and
hover capabilities of a helicopter.
Second, the consequences of winning or
losing the two demonstration contracts are
not clear. US defence ofcials emphasise any
future competition for an FVL contract will be
open no matter which teams are selected to
build and y the two demonstrators in Fiscal
2017. That policy keeps the door open to the
losing bidders of 1 August decision, as well as
companies that either abstained from this
round, such as Airbus Helicopters, or were
not among the four selected to bid, such as
Piasecki Aircraft.
TECHNOLOGIES
Third, the army and industry appear to be
hedging their bets. While FVL proposes
switching to all-new platforms, the technolo-
gies engines, transmission and mission soft-
ware are each designed just in case to
ow back as upgrades to the existing eet of
Boeing AH-64 Apaches, Sikorsky UH-60 Black
Hawks and Boeing CH-47 Chinooks.
So far, FVLs main accomplishment has
been to reinvigorate the clean-sheet design
skills of a rotorcraft industrial base that has
been slow to innovate, compared with xed-
wing aircraft peers. To date, the programmes
funding and promise has prompted key play-
ers in the industry to establish a modern
digital design database, allowing Pentagon of-
cials to experiment with different congura-
tions much more rapidly than before.
We can go to the industry today and say
we want to alter a particular aspect of your so-
lution and they can give us solution feedback
fairly quickly, says Dan Bailey, the armys
programme director for FVL. What weve
done to date is already leaps ahead of where
we were ve years ago.
Despite the many uncertainties, rotorcraft
makers have fully committed to FVL as the
rst initiative that seeks as a long-term goal to
design a clean-sheen, vertical-lift aircraft for
the US military since the cancellation of the
Sikorsky/Boeing RAH-66 Comanche in 2004
and the elding of the Bell Boeing V-22
Osprey two years later.
The armys aviation and missile research
development center is now evaluating pro-
posals from four teams AVX, Bell Helicop-
ter/Lockheed Martin, Karem Aircraft and
Sikorsky-Boeing for two contracts under the
joint multirole technology demonstrator
(JMR-TD) programme. The two winning
teams will match the armys investment in the
demonstration, which is budgeted for about
Bell has teamed up with Lockheed Martin to develop the V-280 Valor for the programme
A variant of the TR-75 is in the running
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FUTURE VERTICAL LIFT
fightglobal.com
capability gaps, ranging from an armed scout
known as the FVL-Light to a UH-60 and
AH-64 replacement called the FVL-Medium
in the short term.
In several decades, the Army would re-
place the CH-47 with the FVL-Heavy. A more
ambitious project seeks to dene an aircraft
larger than a C-130, but with vertical take-off
and landing capability.
The challenge for the bidders in the ongo-
ing JMR-TD competition is to design an air-
craft for the FVL-Medium requirement that
can be scaled up or down. The FVL-Medium
must be sized to carry 14 troops, accelerate to
230kt (425km/h) and y at least 2,100nm
(3,890km) without refuelling.
Last October, the army narrowed to four the
bidding teams for JMR-TD, selecting two
groups using a tiltrotor conguration and two
using coaxial compound helicopters.
Of the latter, Sikorsky and Boeing have
teamed up to offer the SB-1 Deant, a follow-
on to Sikorskys self-funded X-2 high-speed
demonstrator and the ongoing S-97 Raider de-
velopment project.
The SB-1 would feature the same coaxial
and rigid rotor system to provide vertical lift
and a pusher propeller to provide thrust.
Boeing would integrate the Honeywell T55
engine that now powers the CH-47.
AVX, a company founded by former Bell
chief engineer Troy Gaffey, is pairing a similar
coaxial rotor system with dual ducted fans.
The fans provide propulsion and differential
thrust for yaw control, a classic problem for
coaxial rotor systems, Gaffey says.
The airframe will consist of composite
skins bonded to metal frames.
Gaffey is also proposing to use an innova-
tive business model by teaming with a group
of 15 or 16 small companies scattered across
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$240 million. For that sum, the two teams de-
sign and build a full-scale, ying demonstra-
tor, with rst ight scheduled in the fourth
quarter of FY2017. The army plans to retire
both demonstrators after the JMR-TD pro-
gramme ends in FY2019, and each aircraft
will be designed to accumulate less than 200h
of ight time.
DEMONSTRATION
The ight demonstration will be followed by
a second phase focused on developing mis-
sion systems software, a frequent cause of cost
overruns, delays and operational constraints
in military aircraft acquisition.
It follows an ongoing effort by the US Navy
called the future airborne capability environ-
ment, which seeks to create a denitive stand-
ard for military aircraft. New applications
could be rolled out in the same way that
Apple provides for the iPhone, replacing the
current version with bespoke software sys-
tems with each platform that can only be ac-
cessed by the original manufacturer.
To save costs, Phase 2 of the JMR-TD does
not include integrating the new software ar-
chitecture in either of the demonstrator air-
craft, so it will be limited to ground tests.
We want to ensure the architecture is
longstanding. Subsystems will change, but
the architecture will be enduring, Bailey
says. The goals of the ying demonstration
and the software phase are two-fold: to inform
the army as it decides how to replace the
UH-60 eet in the mid-2020s and to reduce
the risk of several new technologies before en-
tering a full-scale development.
Which course the army proposes a clean-
sheet FVL or upgrading the UH-60s with
bigger engines is still open to debate.
Army ofcials insist on one hand that the
inventory of platforms today is not sufcient
to meet the needs of the future. A capability-
based analysis completed by the army in 2009
looked at future vertical lift missions and
found 35 shortfalls with existing platforms,
although the details are classied.
Youre not going to be able to do what the
army wants in the future without a signicant
step change, says Robert Hastings, Bell vice-
president of communications and chief of
staff. Or theyll be trying to do very different
missions in the future with aircraft that were
designed long ago. The army has outlined
four classes of FVL aircraft to address those
the USA to produce the aircraft. We are try-
ing to become a virtual aircraft OEM, says
Gaffey. It could very well bring a different
level of competitiveness going forward.
One thing we learned about composites is
if you mechanically fasten them the way alu-
minium is built, you end up with a very ex-
pensive carbonbre structure, he says.
REQUIREMENT
In some ways, Bell Helicopter has already
elded an aircraft in the FVL-Medium class
with the V-22 Osprey. However, it represents
an older generation of design skills and tech-
nology and the efciency of its rotor system is
constrained by the US Marine Corps require-
ment to operate on amphibious carriers.
So Bell has teamed with Lockheed to de-
velop the V-280 Valor, which it describes as a
third-generation tiltrotor, with the experimen-
tal XV-15 representing the rst generation.
The 280 part of its designation represents
the aircrafts potential velocity in knots,
slightly higher than the V-22s listed maxi-
mum speed of 272-275kt.
Finally, Karem Aircraft has proposed an op-
timum-speed tiltrotor. Founder Abe Karem
gained prominence by designing the Amber
unmanned air system, which was renamed the
Predator after it was acquired by General
Atomics Aeronautical Systems. Karem then
moved on to develop optimum-speed rotor
technology. For the past decade, Karem has
been adapting the geared rotor for commercial
and military markets, with a 75-seat tiltrotor
aircraft called the TR-75 Aerotrain.
Karem adapted the TR-75 into a design
called the TR-36 to meet the FVL-Medium re-
quirements. The 36 in the designation re-
fers to the size of the aircrafts rotor diameter
in feet.
Sikorsky and Boeing have joined forces to offer the SB-1 Deant
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DAN BAILEY
Programme director for FVL, US Army
AIR SHOWS
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KATE SARSFIELD LONDON
AirVenture known by all
simply as Oshkosh is an
enthusiasts get-together
and aviation spectacular,
with a history of debuting
big industry innovations
THE NEW IN VIEW
Terrafugia is developing what it calls a street-legal aircraft, which the company hopes to bring to the market in the next couple of years
Cirrus Aircraft will display a full-scale mock-up of its Vision SF50 personal jet at the event
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he AirVenture show in Oshkosh,
Wisconsin has become synonymous
with aviation and innovation.
The annual event known global-
ly as Oshkosh is arguably one of the best
known and most celebrated aviation shows in
the world. For one week during the balmy US
Midwest summer, the towns Wittman
Regional airports 648ha (1,600 acre) show
site is transformed into one of the busiest
airports on the planet.
Between 28 July and 3 August, more than
800 exhibitors and well over 500,000 visitors
will ock to Oshkosh situated 320km (200
miles) north of Chicago to celebrate all as-
pects of ying.
There is nowhere else like it in the avia-
tion world, says Dick Knapinski, senior com-
munications advistor for the Experimental
Aircraft Association (EAA), which has been
hosting the show since its inception in 1953.
AirVentures popularity is unrivalled in
terms of visitor numbers. At the height of the
market in 2007, Oshkosh pulled in a record
560,000 visitors.
Even during the economic downturn our
visitor and exhibitor numbers have remained
healthy, Knapinski says. The 2010 Oshkosh
saw the worst turnout in recent years, with
503,000 visitors recorded that year.
This drop in numbers had nothing to do
with the nancial downturn, but the heavy
rainfall ahead of the show, Knapinski says.
This led to that years event being branded
Sloshkosh.
That visitor numbers remained high even
in inclement conditions is testament to the
popularity of Oshkosh within the global avia-
tion arena in general and the owner-yer
community in particular.
Oshkosh has become a celebration of avia-
tion, covering everything from innovative
new aircraft designs and fabulously restored
antiques to the latest powerplant, cockpit and
software technology, says Knapinski. For
many, its has also become an annual aviation
family reunion. It doesnt matter if you y a
light sport aircraft or an Airbus A380 the
show is relevant to anyone and everyone who
has an interest in aviation.
EXHIBITION
This year Oshkosh will welcome more than
10,000 aircraft, of which more than 2,500 will
form part of the exhibition. The line-up will
cover an array of types, from homebuilds,
light sport aircraft and seaplanes to turbo-
props, helicopters and midsize business jets.
Traditional airframers will be out in force
with their varied product lines, hoping to drum
up sales from the throngs of owner-yers.
OSHKOSH PREVIEW
fightglobal.com
Cessna and Beechcraft will be exhibiting
their full piston, turboprop and business jet
families under the Textron Aviation banner,
while Cirrus Aircraft will display a full-scale
mock-up of its Vision SF50 personal jet for the
rst time at Oshkosh.
The six-seat aircraft is on track to enter ser-
vice next year, and Cirrus will be hoping to
bolster the aircrafts already healthy order-
book which totals in excess of 500.
Honda Aircraft fresh from the successful
maiden ight of its rst production HA-420
will also be seeking fresh orders for the all-
new light business jet, as certication ap-
proaches. Embraer, meanwhile, will return
with its Phenom 100 and 300 business jets,
and during the event the Brazilian airframer
could nally receive certication for its
midsize Legacy 500.
Piaggio Aero will be promoting its recently
launched Avanti Evo at the show, as it pre-
pares the third-generation Avanti twin pusher
for service entry in September. The Italian air-
framer will also be plugging the seven-seat
Avantis new auxiliary fuel tank, which re-
ceived certication last month and boosts the
aircrafts range with four passengers by
250nm (463km).
Another Italian manufacturer, Tecnam, will
display its P2006T, P2008, P92 Eaglet and
Astore piston signles and is hoping to secure
certication for its rst four-seater the P2010
during the show.
Start-up Kestrel Aircraft, meanwhile, will
provide an update on its eagerly anticipated
Kestrel single-engined turboprop programme.
Oshkoshs huge and varied ight line will
mark the debut of a number of show-stopping
aircraft, including one of NASAs three
WB-57F high-altitude research platforms. The
aircraft are used to support scientic research
and advanced technology development and
testing around the world for US government
agencies, academic institutions and commer-
cial customers.
The US Air Forces Lockheed Martin F-16
Thunderbirds display team will also be mak-
ing their Oshkosh debut, alongside a record
seven-strong line-up of Lockheed 12 Electras.
Worldwide there are about 24 surviving
Lockheed 12s out of the 126 built in the late
1930s and early 1940s, so being able to as-
semble this many at one time will be a mod-
ern day achievement, the EAA says.
While traditional aircraft and technologies
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More than 800 exhibitors and well over 500,000 visitors will ock to Oshkosh
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It doesnt matter if you y a
light aircraft or an A380 the
show is relevant to anyone
DICK KNAPINSKI
Senior communications advistor, EAA
are an integral part of the Oshkosh experi-
ence, Knapinski believes the shows ability
to attract and encourage innovators from
across the world is key to the events success
and to the long-term viability of the general
aviation industry.
Creativity is still alive and well among in-
dividuals and small start-ups, he says. Os-
hkosh provides a platform for these inventors
to display their products and ideas.
Innovation is key at the light end of the avi-
ation market, Knapinski argues. Engineers
from across the aerospace spectrum come to
the show to see what the little guys are doing.
SpaceX, for example, began in the [minds] of
a small group of innovators including Elon
Musk in a small facility in the desert of Cali-
fornia, he says. Winglets now a feature on
many aircraft across the spectrum are a
40-year-old invention that came out of the
homebuilt market.
INNOVATORS
Oshkosh attracts dozens of innovators in the
light end of the sector that are pushing the
boundaries of innovation.
Start-up airframer Terrafugia is an example
of this avant-garde vision. The US rm is de-
veloping what it calls a street-legal aircraft,
which it hopes to bring to the market in the
next couple of years.
The Transition made its public debut at Os-
hkosh four years ago, and the event also pro-
vided a platform for the two-seaters rst dem-
onstration y-in last year, says Transition
director of sales and marketing Alex Min. We
will be bringing the aircraft to show again this
year. Oshkosh attracts the perfect audience for
the Transition.
Oshkosh could also attract investors will-
ing to help fund production of the $280,000
aircraft. The Woburn, Massachusetts-based
company is also working on another innova-
tion the TF-X four-seat, vertical take-off and
landing ying car which it hopes to bring to
market in the next decade.
To help foster and promote ingenuity in
aviation, EAA has introduced an Innovations
Center to allow emerging companies a chance
to showcase their newest ideas. Now in its
second year, the exhibits range from new air-
craft designs to the latest in power systems
and 3D printing for aircraft parts.
For more than a half-century, the latest in
aircraft design and technology has been intro-
duced to the ying community and the public
at the EAA y-in, says EAA chairman of the
board Jack Pelton.
EAA approached around 40 inventors and
emerging companies, inviting them to send
ideas on what they would like to showcase at
Oshkosh this year. Seven were selected as
among the best and most intriguing of the
hundreds of concepts, Pelton says.
These include Elytron Aircraft developer
of the Elytron 2S vertical take-off and landing
aircraft, and MakerPlane an open source
aviation organisation which aims to help peo-
ple build and y their own aircraft.
Unmanned air systems powerplant devel-
oper ONeill Power Systems is also featuring
in the Innovations Center as is LSA start-up
manufacturer MVP Aero, which is set to un-
veil a new model at the show.
There is no shortage of entrepreneurs who
want to try something new and these
innovators will be out in force at Oshkosh,
Knapinski says.
FLIGHT TEST
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PETER COLLINS CAPUA, ITALY
T
he Tecnam P2010 is on course to re-
ceive European and US Part 23 certi-
cation this month.
In May, I travelled to the Tecnam
production facility in Capua, about 25km (16
miles) north of Naples, to y and evaluate
the production standard P2010 prototype
that was being used for the European certi-
cation programme.
The high-winged, four-seat P2010 is
planned to ll a dened gap in the Tecnam
product line-up that now ranges from the
TECNAM
TRIUMPHS
Boasting a carbonbre structure, advanced avionics and
stability in ight, the all-new Tecnam P2010 is ready to
give 60-year-old piston singles a run for their money
twin-engined P2006 to various two-seat very
light aircraft that include the P2008 and from
which the P2010 was developed.
With a similar price, as well as external di-
mensions, weights and powerplants (varia-
ble pitch propellers, diesel engine and turbo
petrol engine versions are already planned
for after certication), the P2010 is aimed
squarely at being the rst, all-new, direct
competitor to the Cessna Skyhawk and Sky-
lane piston singles that rst ew nearly 60
years ago, and which remain successful and
in production today. The simple objectives for
the short test ight were to evaluate just how
well Tecnam had engineered the P2010 to
compete with the Cessna duo and whether it
truly represents a step change in four-seat,
high-winged design and operation, as betting
a 21st century aircraft.
BIGGEST ADVANTAGE
The rst and one of the biggest advantages of
the new P2010, is that the fuselage is made
completely from carbonbre. This provides
considerable basic weight savings, an aero-
dynamically complex and streamlined shape
and a perfectly smooth surface. That Tecnam
has mastered the manufacture, maintenance,
TECNAM P2010
fightglobal.com 15-21 July 2014
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A four-cylinder Lycoming IO-360-M1A is the driving force for its twin-blade x-pitch propeller
B
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units per year. The aircraft will be certicat-
ed for day and night, VFR and IFR operations
and for ight outside of known icing.
The wing construction remains conven-
tional aluminium alloy, as does the all-mov-
ing horizontal stabiliser. The engine (for ini-
tial certication) is a four-cylinder Lycoming
IO-360-M1A, driving a twin-blade xed-pitch
propeller (again for initial certication) and
developing 180hp (134kW) at 2,700 rev/min.
The tricycle gear is faired and xed.
COCKPIT FEATURES
The cockpit avionics will be certicated with
three options: analogue IFR, a Garmin G500
IFR or the large, twin-screen Garmin G1000
IFR with integrated autopilot. The G1000
IFRs digital power and exibility of display
makes it the likely choice for most customers
and was the avionics conguration tted to
the aircraft for the evaluation.
As presently set at initial certication level,
maximum take-off weight is 1,160 kg
(2,560lb) with a basic empty weight (BEW) of
710kg. This gives the aircraft a maximum use-
ful load (passengers, baggage and fuel) of
450kg. Fuel capacity is 240 litres (63USgal),
while baggage capacity is 80kg. The P2010s
maximum range fully fuelled is 715nm
(1,325km), allied to a service ceiling of
15,000ft. Cruise speed (75% power at 6,500ft)
is 133kt (256km/h) with a xed-pitch propel-
ler, and 143kt with a variable-pitch propeller.
Vne (never exceed) will be set at 171kt.
From a hard dry surface, the take-off ground
roll is 800ft (245m) with a take-off distance of
1,260ft to clear a 50ft obstacle. On landing, the
ground roll is 660ft, with a landing distance of
1,030ft from 50ft over threshold. Initial climb
rate at maximum take-off weight is 850ft/min
(4.3m/s) with a xed-pitch propeller or 1,050ft/
min with a variable-pitch one. All these gures
add up to an aircraft that has exceptional short-
eld performance, combined with excellent
cross-country touring capability. The maxi-
mum demonstrated crosswind is 20kt.
To set this into a real-world context, full
fuel (equalling 96kg), two adults and two chil-
dren (weighing an assumed total of 270kg)
and 80kg of baggage would still allow for full
range (715nm). These real-world gures
equate to outstanding aircraft useability for
future private owners and ight schools.
Cabin dimensions are also critical to com-
fort and the P2010 cabin is 1,810mm (71in)
long internally from instrument console to the
rear passenger cabin compartment wall and
1,140mm (45in) wide. The rear seats feature
repair and EASA/US Federal Aviation Ad-
ministration certication of large, carbon-
bre structures is signicant and this exper-
tise will bring the company considerable
benets in future. Tecnam estimates an ini-
tial production rate for the P2010 of 20-30
Tecnam has mastered the
manufacture, maintenance,
repair and certication of
large carbonbre structures
B
illy
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B
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ix
Pilots Marco Locatelli (left) and Peter Collins
The P2010s fuselage is made entirely from
carbonbre, but the wings are constructed
from conventional aluminium alloy
FLIGHT TEST
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15-21 July 2014 50
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15-21 July 2014

their own large, separate third entry door
on the right hand side of the fuselage, as well
as an external access door to the baggage com-
partment, set on the same side.
The price quoted for the P2010 with the
G1000 IFR option, is 269,900 ($328,000)
and indicates that affordability, for such a
new four-seat aircraft, remains comparable
with its competition.
FIRST IMPRESSIONS
My Tecnam safety pilot for the evaluation was
Marco Locatelli, a graduate experimental test
pilot and former Italian Air Force Lockheed
F104G and AMX International AM-X pilot.
Marco would handle the navigation/air trafc
control and I would y the complete evalua-
tion from the left-hand seat, including forma-
tion ying of a chase aircraft. The sortie was
own from grass runway 26 at Capua (LIAU).
Weather was OAT +24C, QNH 1,015hp and
CAVOK. The aircraft was P2010 registration
I-EASA. The aircrafts all-up weight at take-off
was 1,060kg including two pilots with 100 li-
tres of fuel (the prototype being heavier at a
BEW of 760kg plus 60kg of ballast).
My rst impressions when approaching the
aircraft were of its very sleek shape, the large
size of the three entry doors, the obvious util-
ity of the rear passenger door, the low entry
sill height and the massive amount of cabin
space and legroom for rear passengers. The
cockpit instrument layout with the G1000
was exceptionally neat and uncluttered. Once
seated, the front pilot seats had a massive
amount of fore and aft adjustment, plus rake
and additionally, a seat raise/lower, which is
an enhancing feature in any GA aircraft. The
aircraft instrument console had a very low
vertical prole, giving a superb forward eld
of view over the nose and the best I have seen
in this class of aircraft. The highly raked front
windscreen allied with the wing being set
well back meant eld of view upwards and
sideways was still excellent. The very large
pilot door side windows extended below
elbow level and allowed for panoramic views
downwards. The cockpit/cabin felt consider-
ably wider than any other four-seat GA air-
craft I have own before including my own
Piper Arrow IV and overall, the internal air-
craft environment felt exceptionally comfort-
able, modern and well designed.
Starting was conventional, by key, and the
engine started eagerly. The engine controls
are set within a control quadrant (rather than
being push/pull levers) and were well placed
to my right hand in my seating position. The
control quadrant, with just throttle and mix-
ture control in I-EASA, had a central space for
a propeller lever for later variable-pitch pro-
peller options.
The G1000 aligned rapidly and we were
ready to taxi almost immediately. The parking
brake is recessed into the side of the central
console at the level of the left-hand pilots
right lower leg. My suggestion would be to
make the operating handle bigger and more
obvious. Ground steering is by differential
braking, operated by the rudder pedal toe
brakes and a free-castoring nose wheel. The
The aircraft instrument
console has a very low
vertical prole, giving a
superb forward eld of view
The aircrafts highly raked front windscreen provides an excellent upward and sideways view
B
illy
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B
illy
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TECNAM P2010
15-21 July 2014
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51 fightglobal.com 15-21 July 2014
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51
aircraft response was highly accurate to my
inputs as I taxied out at Capua on the narrow-
est tarmac taxiway I have ever seen.
FLAP CONTROL
Take-off was made with TO ap. The ap
drive is electric, the ap control is a small
lever on the lower central instrument console
and the ap indications are three individual
lights showing UP, TO or LAND another
neat design feature.
Take-off acceleration on grass with a xed-
pitch propeller was moderate but standard for
this class of aircraft and engine power. The
rotate of 50kt was achieved within 300m and
the aircraft climbed at around 800ft/min in
chase of the lead aircraft. Tecnam quotes a
best angle of climb speed (ap UP) of 78kt (or
76kt ap TO) and a best rate of climb speed
(ap UP) of 83kt.
RESPONSIVE HANDLING
After take-off, I immediately noted the aircraft
to be highly responsive. Pitch and roll breakout
forces were tiny; there was no freeplay at all in
the control yoke; the centring in both axes was
exact after yoke displacement. The P2010 con-
trols do not use springs for centring or feel but
simply use aerodynamic feedback from the
control surfaces themselves. Required control
displacements at the yoke were small and con-
trol loads were light and well harmonised.
The aircrafts response was instant to input
and closed-loop tasks, such as close forma-
tion, could be achieved with accuracy. The
aircraft was, however, slightly lively in yaw
and Tecnam is evaluating an electric rudder
trim. I liked very much that the control yoke
was small, set quite low, very comfortable to
hold in my seating position and did not ob-
scure the G1000 display screen in any way.
With distinct longitudinal stability, an ef-
fective electric pitch trim, a roll rate in excess
of 40/s, deadbeat Dutch Roll damping and
neutral static stability, the aircraft was simply
a pleasure to y, manoeuvre and cruise. The
yability of the P2010 was comparable with
a two-seat sport type aircraft and was sim-
ply the best I have ever own in this four-seat
GA category, by a very large margin.
Stalls were conducted with all ap settings
and showed, with full ap, a stall warning oc-
curring at 55kt (audio tone and buffet) and
stall G break at 48kt. Two, one-turn spins
were also conducted, one in each direction,
from an entry altitude of 4,000ft and an entry
speed of 70kt. Recovery was rapid and total
height loss from entry to level-off was 800ft,
in both directions.
On the recovery to Capua, I dived the air-
craft to 145kt. There were no additional vibra-
tions, lateral control forces had increased by
only a small amount but pitch response had
become more sensitive to input. One visual cir-
cuit to full stop landing was own at Capua.
TO ap limit is 95kt and LAND ap limit is
83kt. The nal turn was own with LAND ap
at 70kt, slowing to 65kt for nal approach.
Speed stability was good but the tape air-
speed display of the G1000 presentation
could benet from an adjustable blue target
speed bug for pilot attention. The approach
was deliberately offset by about 164ft down to
about 150ft when a S-bend correction was
made to nal line-up. This offset manoeuvre
was own with ease into a very accurate
touch-down at the intended point and land-
ing precisely at the intended speed of 60kt.
Ground roll was no greater than 200m.
The G1000 will be able to support systems
such as the Trafc Information System, WX
pictures overlaid on map display (via Iridium
or NEXRAD), modern runway approaches
using Satellite Based Approach Systems
(SBAS), VFR/IFR approach plates and Safe-
taxi (airport ground maps). The combination
of advanced avionics and docile aircraft han-
dling means the P2010 has high survivabili-
ty built into its design.
GLITTERING FUTURE
The P2010 impressed me from the outset. It
looks, feels and ies like a modern aircraft
and does represent a step change in this type
of four-seat GA aircraft design. I believe the
Tecnam P2010 signicantly exceeds the y-
ability, useability and survivability of
the Cessna Skyhawks and Skylanes and
equals them on affordability.
The P2010 was genuinely a real pleasure to
y and future owners will be inspired by the
aircrafts combination of advanced avionics,
very short eld performance, exceptional use-
ful load capability and excellent cross-coun-
try range. With new powerplant and propeller
options planned after certication, the P2010
has a glittering future ahead of it and is likely
to become a best seller in its class and within
the Tecnam product range. If I could trade my
own Piper Arrow IV Turbo, the P2010 is the
aircraft I would buy.
With distinct longitudinal
stability, the aircraft was
simply a pleasure to y,
manoeuvre and cruise
The cockpit instrument layout, featuring Garmins G1000, is exceptionally neat and uncluttered
The sleek design includes large
entry doors and massive legroom
B
illy
P
ix
B
illy
P
ix
Have airlines and lessors
over-ordered?
Next-generation widebodies:
will they change the game?
Visit us on stand 1/D14b at
the Farnborough Airshow to
hear our view and pick up your
copy of our exclusive reports.
STRAIGHT&LEVEL
15-21 July 2014
|
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53 fightglobal.com
From yuckspeak to tales of yore, send your offcuts to murdo.morrison@ightglobal.com
100-YEAR ARCHIVE
Every issue of Flight
from 1909 onwards
can be viewed online at
ightglobal.com/archive
Sock signalling
Mantons private hobby is the
collection of socks and ties of
strange hues and
designs. A sock of
a particularly
riotous colour was
spotted by a spectator at
Taunton, who approached
Manton and claimed him as
an old Winchester boy. On
three other occasions his
hobby has led to similar
misapprehension.
The birth of BOAC
The history of British
commercial aviation is largely
the history of
Imperial Airways
and British
Airways. Our
feature marks perhaps the
most important milestone in
the progress of the two
concerns the publication of
the Bill by which they will be
amalgamated under the title
of the British Overseas
Airways Corporation.
Scientic modesty
The majority of spacecraft
now being launched are
hidden under one
or other of two
types of secrecy
the military
security of the US Defense
Department and what
appears to be the scientifc
modesty of the Soviet Union.
Immature market
Europe is or should be one
of the great growth areas of
civil aviation. The
United States, in
comparison, is
now a mature
aerospace market even if
some of its deregulated
operating practices are
decidedly immature.
R
e
x

F
e
a
t
u
r
e
s
Is this what Boeing means when it talks about new aircraft
coming off the line?
(Train carrying 737 fuselages derails in Montana)
Remembering
Court Line
Former employees of Court Line
Aviation are planning to gather
to mark the 40th anniversary of
the bankruptcy of the airline
and travel operator.
The spectacular failure of the
Luton-based package tour
pioneer, at the height of the
summer season in August 1974,
left tens of thousands of
holidaymakers out of pocket,
and led to the ATOL bonding
system in use today that
guarantees recompense for
consumers in similar situations.
We are trying to reach as
many ex-colleagues as possible,
many of whom we have lost
touch with, says Crispin
Maunder, now executive
chairman of Lease Corporation
International, but in the early
1970s a very young executive
with Court Line, whose onerous
responsibilities, he recalls,
included interviewing the all-
female cabin crew recruits.
The event will be held at the
Aubrey Park Hotel, Redbourn
on 6 September. Contact Jaqui
Maschera or Crispin Maunder
on jfm.courtline@btinternet.com
or +44 7785 924 522.

Flushed out
Has Boeing set up a secret
investigation unit to plug leaks
and tap into industry
intelligence? Ian Goold found
this intriguing entry on a web-
based business directory.
Boeing Commercial Aviation
Services Europe Ltd
Plumbers
25 Victoria Street, London,
SW1H OEX
in Sydney, Nova Scotia?
Another couple who intended
to travel to Granada in Spain
have now decided to sue British
Airways after they were booked
tickets to Grenada in the
Caribbean instead.
Edward Gamson and Lowell
Canaday from Washington DC
realised the mistake too late
when they left London and the
map on the seat-back screen
showed them ying back over
the Atlantic.
Their lawsuit claims that their
e-ticket listed Grenada, but not
the country or ight duration.
Fokker shocker
Gott in Himmel! Thanks to the
many of you who pointed out
that our picture of a Sopwith
Camel last week was indeed a
Fokker DVII. Apologies. We
used the wrong photograph.
No doubt the RFC and RNAS
pilots who ew Camels hoped
that the troops on the ground
had better aircraft recognition
skills, Roger Caesley chastises.
Justin Swan picks us up on a
wayward Americanism in the
same piece.
Biggles never had an
airplane of any description,
he reminds us. His Sopwith
Camel was an aeroplane.
Head in clouds
This image has been amusing
those who have nothing better to
do but search for silly things on
the internet. Not something
youd catch us doing.
Wrong Granada
Remember the couple who
thought they were en route to
a dream holiday in Sydney in
Australia, but ended up landing
Court summons: former employees will remember 1970s airline
A
ir
T
e
a
m
I
m
a
g
e
s
LETTERS
fightglobal.com 54
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15-21 July 2014
fight.international@fightglobal.com
We welcome your letters on
any aspect of the aerospace
industry.
Please write to: The Editor,
Flight International, Quadrant
House, The Quadrant, Sutton,
Surrey SM2 5AS, UK.
Or email ight.international@
ightglobal.com
The opinions on this page do not
necessarily represent those of the editor.
Flight International cannot publish letters
without name and address. Letters must
be no more than 250 words in length.
FLIGHT
INTERNATIONAL
We welcome your letters on
any aspect of the aerospace
industry.
Please write to: The Editor,
Flight International, Quadrant
House, The Quadrant, Sutton,
Surrey SM2 5AS, UK.
Or email ight.international@
ightglobal.com
The opinions on this page do not
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Letters without a full postal address sup-
plied may not be published. Letters may
also be published on fightglobal.com and
must be no longer than 250 words.
FLIGHT
INTERNATIONAL
I am no engineer, nor am I a statistician, but I am surprised the US
Federal Aviation Administration has granted Boeings request for
exemption of a critical safety feature of the 787-9 namely the po-
tentially defective ram air turbine (Flight International, 24-30 June).
The statistical likelihood of a simultaneous failure of both en-
gines and the auxiliary power unit may indeed be one in 100 million
on the basis of engine reliability but the fact is that multiple en-
gine failure has happened for other reasons.
For example, in 1983 an Air Canada Boeing 767 lost all power
and had to make a forced landing when it ran out of fuel due to a
fuelling error. Airliners have also lost all power when fying into vol-
canic ash although awareness is no doubt greater now.
And havent there been other fuel-related incidents involving fuel
contamination? And what about a fuel leak? All these problems
have the chilling prospect of causing a multiple engine failure.
I doubt the probabilities of these events are included in the one
in 100 million failure risk cited by Boeing.
And the authorities even granted this aircraft clearance for ex-
tended twin-engined operations? Has the FAA failed to look at the
bigger picture, or has it just bowed to commercial pressure?
Peter Schulz
London, UK
787-9
Ram air turbine safety critical
Take tracking
ights by the tail
Michael Bankss letter about the
Flyht AFIRS system (Flight Inter-
national, 24-30 June) shows real-
time ight tracking is already
possible. However, I would take
issue with his view that tting
the hardware in the electronics
bay prevents disablement.
It might lessen human med-
dling, but the problem is that
electronics bays are generally in,
or adjacent to, the cargo holds. In
the event of a cargo re, function-
ality could be affected by damage
to wiring, power supply and the
electronic hardware. Even if the
re is extinguished, multiple sys-
tems could remain disabled.
The favoured location for ight
recorders is in the tail structure, as
this offers better survivability in
emergency situations. It would
also be a good place for a ight
tracker or other datalinks, to less-
en the risk of disablement.
Richard Lloyd
Coventry, UK
AFIRS problem
With respect to Michael Banks
regarding his letter about AFIRS
(Flight International, 24-30 June),
I want to respond.
I think AFIRS can be a great
system giving information about
accidentally lost aircraft. But for
safety reasons, the system will
need a circuit-breaker reachable
by the ightcrew and thus can
always be easily disabled by the
crew if they want.
F Plasmans
The Netherlands
Seated debate
In your item in Straight &
Level (Flight International,
28 January-3 February) I get
my copies a bit late on Rodrigues
Island about Biman Bangladesh
offering farewell ight tickets for
window seats on its McDonnell
Douglas DC-10 at a higher price,
you mentioned it limited the
number of tickets sold, ensur-
ing that no-one gets the dreadful
middle seat.
So, presumably window seats
are considered good seats and
other seats, especially middle
seats, are bad seats?
I guess classing seats as good
or bad is a matter of opinion
and preference but it makes me
muse over the designer of the
plane interior coming out and
declaring: Look, Ive designed a
plane interior with 150 good
seats and 250 bad seats!
Airlines, it seems, are quite
happy to offer a hefty number of
seats on every ight they know
quite well are bad seats in the
eyes of travellers, and yet contin-
ue to sell them. Nowadays as in
the DC-10 farewell many air-
lines charge extra for what they
consider are good seats, and
yet I have never heard of an air-
line offering you a discount if
they give you a bad seat.
Paul Draper MBE
Rodrigues Island
Republic of Mauritius
Link to the past
Regarding your extensive report
on aircraft pilot training in the
17-23 June issue.
I nd it interesting that just a
little over 40 years ago, the Link
ight simulation division of the
Singer company dominated both
commercial and military simula-
tion training systems.
Now, L-3 Link Simulation &
Training is listed as one of many
aspiring entrants!
Peter Parsons
By email
Fact-checking
While I nd Flight International
to be a very ne publication,
from time to time it has erred
from historical fact.
Case in point I believe that
there is an error in an otherwise
excellent article about Martin-
Baker ejection seats, written by
Craig Hoyle (Flight International,
1-7 July).
In this article, Mr Hoyle states
that Martin-Bakers test of its in-
novation on 24 July 1946 was a
milestone, and the rst in-ight
use of an ejection seat.
In fact, the Germans and the
Swedes were the rst to employ
ejection seats during the Second
World War. The rst recorded
use by the Germans occurred in
January 1942, when Helmut
Schenk ejected from a Heinkel
He 280 in ight.
The Germans went on to equip
several of their aircraft with ejec-
tion seats, among them the
Heinkel He 219 and He 162, and
the Dornier Do 335. The Swedes
accomplished an in-ight
ejection in February 1944.
I believe what Mr Hoyle was
describing was the rst in-ight
test of an M-B ejection seat.
Ed Gronenthal
Boeing Commercial Airplanes
Training courses to take you there
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READER SERVICES
15-21 July 2014
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55 fightglobal.com
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EDITORIAL +44 20 8652 3842
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AIR TRANSPORT TEAM
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+44 20 8652 3825
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+44 20 8652 8747 michael.gubisch@fightglobal.com
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Americas Managing Editor Stephen Trimble
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+1 703 836 9474 ghimlay.yeo@fightglobal.com
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+1 703 836 1897 edward.russell@fightglobal.com
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+1 703 836 3084 jon.hemmerdinger@fightglobal.com
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Asia Editor Greg Waldron
+65 6780 4314 greg.waldron@fightglobal.com
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+65 6780 4309 mavis.toh@fightglobal.com
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+65 6780 4307 ellis.taylor@fightglobal.com
Australia Correspondent Emma Kelly
EUROPE/MIDDLE EAST
Israel Correspondent Arie Egozi
Russia Correspondent Vladimir Karnozov
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+44 20 8652 3835 stuart.clarke@fightglobal.com
Web co-ordinator Rebecca Springate
+44 20 8652 4641
rebecca.springate@fightglobal.com
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Head of Design & Production Alexis Rendell
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+44 20 8652 8837 gillian.cumming@rbi.co.uk
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Head of Data Pete Webber
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For a full list of events see
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ascendconferences.com
12 September
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Sliema, Malta
aeropodium.com/mba.html
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aadexpo.co.za
25-26 September
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Almaty, Kazakhstan
aeropodium.com/cp/caba
1-2 October
Aircraft eEnablement Connectivity &
IFE Conference (AEEC 2014)
London Heathrow, UK
aircraft-commerce.com
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NBAA Business Aviation Convention
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nbaa.org
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56| Flight International | 15-21 July 2014 ightglobal.com
CLASSIFIED
TEL +44 (0) 20 8652 4897 FAX+44 (0) 20 8652 3779 EMAIL classified.services@rbi.co.uk
Calls may be monitored for training purposes
www.skyworld.co.uk
Skyworld Aviation is marketing
a portfolio of ATR aircraft for sale
and/or lease, with availability
throughout 2014, starting
immediately:
ATR 42-500 (pax)
ATR 72-201/2 (pax)
ATR 72-212 (pax)
ATR 72-500 (pax)
ATR 72-202 (Freight, Class E)
The Regional Aircraft Marketing Specialist
Tel. + 44 1753 832088 info@skyworld.co.uk
ATR 42/72s for sale or lease
For more information visit our
website www.skyworld.co.uk
or contact Patrick Leopold at
patrick@skyworld.co.uk
Tel. + 44 1753 832088
Dauphin AS.365
Parts Specialists
www. al pi ne. aer o
Tel: +41 52 345 3605
New and used aircraft
Aircraft spares
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ightglobal.com 15-21 July 2014 | Flight International | 57
Online Aviation Training
From an EASA Part 147 Approved Training Organisation
EWIS (all target groups)
Human Factors
Fuel Tank Safety
Part 145 & M
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expert solutions, adding value
INTERNATIONAL
PILOT EDUCATION
Pilot Flight School, the leading Scandinavian
flight school, is seeking sales agents in
Europe, Africa and Asia.
Contact us at post@pilot.no for
application and more information!
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Direct airside access to
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Funding packages available
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58| Flight International | 15-21 July 2014 ightglobal.com
Courses and tuition
Training
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flightglobal.com/jobs
EMAIL recruitment.services@rbi.co.uk CALL +44 (20) 8652 4900 FAX +44 (20) 8652 4877
Getting careers off the ground
flightglobal.com 15-21 July 2014 | Flight International | 59
Senior Manager Procurement
Air Astana, Kazakhstans fast growing 4 star rated international airline domestic and international route network, is seeking applicants for the full
time position to be based at its operational headquarters in Almaty, Kazakhstan.
Job Requirements:
Possess a related qualification with at least five years of working experience in the related field. Membership of C.I.P.S
advantageous.
Past experience managing Technical Procurement for an international airline
Ability to conduct / interface and communicate with most senior Management
Well versed in supply chain processes, EASA/FAA regulations
Excellent organizational and project management skills with ability to multi-task
Strong analytical skills with excellent attention to detail.
Strong negotiation skills, able to demonstrate historic contract Management
Strong interpersonal Management skills, able to lead, mentor and coach.
Proficiency in MS Words, Excel and Outlook
May be required to work beyond normal office hours
University degree in Business Administration
Responsibilities:
Manage and lead an experienced Technical Procurement Department.
Procuring Aircraft materials, technical services and all other services from Local and International markets.
Execute & evaluate supplier contracts, including airframe, engine, PBH repair contracts and other technical service contracts.
In liaison with Engineering Planning, analyse and review the provision of stock/materials and monitor inventory levels while also identifying
and reducing non-moving stock.
For all materials and services( including those other than engineering) design and send requests for quotation, analysis of pricing, placing
orders, invoice controlling, supplier management & closing purchasing orders
Provision of pricing database of purchased materials and services from all sources,
Review key supplier performance as a continuous check to ensure quality from suppliers while maintaining procurement quality procedure and
quality forms
Carry out cost savings and process improvement initiatives
Understand and fulfill the procurement needs for internal business partners
Continually source for competitive vendors to reduce cost and delivery lead time
Record purchases and sales in the inventory system. Knowledge of TRAX desired.
Purchasing function and activities to be performed in accordance to company specifications, procedures, policies and industry regulation /
standards.
To apply, please send your CV to hr.recruitment@airastana.com
For further information please see www.airastana.com
Get express relief with THE industry
job site at Jobs.Flightglobal.com
Recruitment
headache?
One industry, one job site
Print Online Mobile
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60| Flight International | 15-21 July 2014 flightglobal.com
B777 rated candidates interested in applying for a position in:
joinus@nokscoot.com
Ref: DACGO/Recruitment/2014/907 Date: 19-06-2014
Vacancy Announcement
for Director Finance
Biman Bangladesh Airlines Ltd., the national flag carrier of Bangladesh, is looking
for dynamic, experienced and result-oriented candidates for the position of
Director Finance on contractual basis. The incumbent will be responsible for
overall financial management, planning, treasury, accounting and budgeting
activities and also managing the allocation of project-based funds in accordance
with company requirements. Required terms and conditions:
Qualification: FCA/FCMA/CPA/CMA/FCCA or Graduate and Masters in
Accounting/Finance from reputed institution.
Age: maximum 50 years as on 20 July 2014 (may be relaxed in case of
exceptionally qualified candidate).
Work experience: 10-15 years managerial level experience including 05 years
in leading position in Finance/Accounting in any airlines or multinational or reputed
commercial organization. Knowledge and experience in Company Law related
matters.
Remuneration: Negotiable.
Interested candidates fulfilling the requisite qualifications are requested to
send their applications attaching two copies of recent passport-sized
photograph to the following address or email to mgremp@bdbiman.com on
or before 20 July 2014.
A.H.M. Shafiul Bari
Manager Employment
Human Resources Department
Biman Bangladesh Airlines Limited
Balaka, Kurmitola, Dhaka-1229
www.biman-airlines.com
Foreign Captains Recruitment
SF Express, set up in 1993, is a world-widely famous express company. Till January 2014 the total
headcount of SF Express is around 240,000. SF Airlines is affiliated to SF Express, established in
December of 2009 and headquartered in Baoan Airport Shenzhen. Shenzhen is a dynamic city which
is bordered with HongKong & Macao. As a Cargo Carrier, there are 34 aircrafts including charter so far
and plan for reaching 50 aircrafts until the end of 2017. As a rapid growing company, we are currently
recruiting qualified captains, preferably B737, B757 and B767 captains.
Qualifications & Requirements:
* Establishment of official diplomatic relation with China;
* 55 year-old below before contract signing;
* Holder of current /valid License and category Medical Certificate issued by civil aviation
authorities of ICAO contracting parties; or license and medical certificate issued by CAAC;
* Experience of being a captain and experience of working in civil aviation industry;
* At least a total of 4000 flying hours, inclusive of 500 PIC flying hours, the experience as a PIC
should be exceeding 1 year. Type rating training can be offered for those captains who are not on
current B737, B757 or B767 type, but with Boeing experience.
* No history of incident or accident;
* No criminal record;
* ICAO English 4 or above;
* At least I category ILS experience.
Base: Shenzhen, China
Type of Contract and Leave Pattern:
* Residence: 4 days off per month, 25 days annual leave
* Commuting: 20 days on 10 days off per month or 4 weeks on 2 weeks off
* Length of Contract: 5 years, renewable.
Remuneration & Benefit Package:
Option 1: China Residence contract:
Annual income averaging 278k US$-363k US$ + Annual bonus+ contract completion bonus +
Seniority pay before tax for pilots flying during 50-70 Hours.
Option 2: Commuting contract:
Annual income averaging 258k US$-342k US$ + Annual bonus+ contract completion bonus +
Seniority pay before tax for pilots flying during 50-70 Hours.
Please visit http://www.sf-airlines.com/sfa-os/SFAPilot.zip for detailed Remuneration & Benefit
Package, SF Application Form and Flying Experience Form.
Application Process:
The application process entails the following steps:
Initial evaluation based on candidate resume and documents leading to screening invitation;
Screening including simulator evaluation, medical examination and ATPL written test and practical test;
Upon acceptance for employment, work visa documentation process including non-criminal activity
report, license validation and background check will be conducted.
For qualified candidate, please kindly download and fill in the form of SF resume, send together
with your photo page of passport, front and back copy of license, class I medical certificate, the
last 3 pages of log book, proficiency report and e-photo as well as recommendation letter etc. to
Ms. Jessie Yu pilot@sf-express.com, yuweiweihr@express.com
or Ms. Jenny Yi yiyin@sf-express.com.
Cobham Aviation Services Helicopter Services is a part
of the Cobham group that specialises in the provision,
operation and support of helicopters and associated
services for military and government applications
worldwide.
HEAD OF SAFETY AND COMPLIANCE
BASINGSTOKE
As a member of the Helicopter Services Management
team, contributing to business stragegy, the post holder
will be responsible for the functions of Aviation Safety;
Safety, Health and Environment and Quality. The
incumbent must ensure compliance and continued
accreditation under ISO 9000/AS 9100 and associated
legislation. Travel will be required at various times to our
UK or overseas locations. It is essential that the post
holder has significant experience at managerial level
covering these areas.
To apply, email your CV with a brief summary of your
career to date and your salary expectations, to
sue.denny@cobham.com or send your application to
Sue Denny, HR Advisor, Cobham Aviation Services,
Helicopter Services, Jameson House, Lutyens Close,
Chineham Court, Basingstoke, RG24 8AG.
A full job specification can be obtained on request.
Closing date: 31 July 2014
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flightglobal.com 15-21 July 2014 | Flight International | 61
62 | Flight International | 15-21 July 2014 ightglobal.com
www.ctcaviation.com/ctcflexicrew
CTC FlexiCrew
High flyers, on demand
Seeks Type Rated Pilots
Locations UK & Worldwide
Flexible & Permanent Positions
Email: recruitment@sigmaaviationservices.com
www.sigmaaviationservices.com
Tel: +353 1 669 8224
Fax: +353 1 669 8201
Email: recruitment@sigmaaviationservices.com
www.sigmaaviationservices.com
The preferred company for Stress (Fatigue & DT), GFEM,
Composites), Aeronautical Research. Business units:
Contract staff, Workpackages, Innovation and New
Concepts, Aeronautical Research. www.bishop-gmbh.com
Contact bishop.peter@bishop-gmbh.com
Tel 0049-(0)40-866-258-10 Fax 0049-(0)40-866-258-20

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B9536119,
youre in safe hands with us
Call: +44 (0)1524 381 544
Email: info@safehands.aero
www.safehands.aero
To advertise in this
Employment Services Index
call +44 (0) 20 8652 4900
fax +44 (0) 20 8261 8434
email recruitment.services@rbi.co.uk
Please note that calls may
be monitored for training purposes
call +44 (0) 20 8652 4900
fax +44 (0) 20 8261 8434
call +44 (0) 20 8652 4900
fax +44 (0) 20 8261 8434
Engineering Business Strategy Consultant
Glasgow Airport
Due to continued development of our engineering facilities, Loganair
now invites applications from consultants who are experienced in
developing, implementing and driving strategic changes, ideally within
an engineering EASA Part 145 organisation. Applications will also be
considered from experienced personnel who have a strong business
background with defined skills regarding finance, procurement and
project management.
The successful candidate will previously have held senior positions
within mid-large sized airlines and will lead on projects involving:
engineering cost control and optimising value; stock purchasing and
control; aircraft reliability and timely rectification of defects; productivity
and resource allocation; and cultural change and development.
The consultant will work with the existing engineering team, leading
with ideas and solutions. It is essential that the consultant has excellent
people management skills, having the ability to work closely with
others, influencing and developing the existing team. The role is one
of leadership. It is vital that the incumbent has a style of working that
is grounded, practical, open and inspiring.
The consultant will be based in our Head Office, adjacent to Glasgow
Airport, though some travel around our network will be necessary.
Specific working requirements will be discussed at interview.
To apply, please send your CV and a covering letter to
Brian Mitchell, Director of Human Resources by email:
brianmitchell@loganair.co.uk
Applications will not be accepted via recruitment agencies or similar.
WORKING WEEK
fightglobal.com
B
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in
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Felgar: Master of international development studies and business
WORK EXPERIENCE JULIE FELGAR
Julie Felgar is managing director of environmental strategy and integration for Boeing Commercial Airplanes.
She leads a team working to ensure the aviation giants future expansion will be responsibly implemented
Green light for sustainable growth
How did you begin your career
with Boeing?
I have a Masters in international
development studies and busi-
ness, and began working for the
US government to help develop-
ing nations become more pros-
perous. Boeing hired me to han-
dle regulatory issues related to
exports, and I later represented
the company with US agencies
and foreign embassies to support
Boeings goals in the Americas
and Asia. Its been very exciting
to work in the aerospace industry
to promote trade and sustainable
travel around the world.
Why did you change jobs to
work on environmental issues?
Having a passion for what you do
is critical to achieving success,
because it keeps you and your
team motivated. I have always
had a passion for global issues
and climate change is clearly
among the top issues we all face.
I feel I have one of the best jobs at
Boeing, working with a wide
range of stakeholders to reduce
our industrys environmental
footprint. Also, as the mother of
three boys, I am totally commit-
ted to helping to protect their fu-
ture and that of their children.
What does your job involve?
My team is responsible for set-
ting an environmental strategy
that will allow Boeings commer-
cial airplanes business to grow
sustainably. First and foremost,
we talk with our airline custom-
ers to see how Boeing can help
them thrive. My team works with
Boeings product development
team, airlines, governments and
For more employee work
experiences, pay a visit to
ightglobal.com/workingweek
If you would like to feature in
Working Week, or you know
someone who does, email your
pitch to kate.sarseld@
ightglobal.com
15-21 July 2014
|
|
63
biofuel companies to address
current or potential environmen-
tal regulations or needs. We also
share information with media
and the public about our envi-
ronmental efforts.
Why is Boeing working on
environmental concerns?
From our chief executive to the
companys 180,000 employees,
we at Boeing strongly believe in
environmental stewardship. We
continually look for ways to re-
duce the environmental impact
of our products, our industry and
our company operations. This is
clearly the right thing to do for
the planet, as well as for Boeing
customers, employees and com-
munities where we live.
What are the exciting and not
so thrilling parts of the job?
I love working for a company
that has a positive impact, and
meeting so many people. I love
working with Boeing people,
who are brilliant, to make a con-
tribution toward solving some of
the worlds challenging prob-
lems. On the less positive side, a
big company can be bureaucrat-
ic, which makes it harder to get
things done. Also, I travel a lot
and jet lag can be tiring.
Do you think that aircraft will y
on 100% biofuel one day?
Sustainable aviation biofuel is
crucial to our industrys future
growth, because it signicantly
reduces greenhouse gas emis-
sions compared to petroleum. It
will take time, but I believe air-
planes will eventually y on
100% biofuel, or with a synthetic
fuel that reduces emissions. Boe-
ing is absolutely committed to
helping develop lower-carbon
fuels, because commercial air-
planes will y on liquid fuel for
the foreseeable future.
What advice would you give to a
young person hoping to end up
with a job like yours?
When you set aspirational goals
and envision your future, it is
amazing how things start to line
up in that direction. After your
education, think about what you
can do creatively with your de-
gree. Then work on your com-
munication skills, learn to think
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Flight International - 15-21 July 2014

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