flight international - august 5 2014 uk

FLIGHTINTERNATIONAL

FIGHTING FIT HOW INDIA PLANS TO MODERNISE ITS AGEING AIR FORCE FEATURE P24

COCKPIT CONCERN New medical study on pilots death could force industry to recognise risk of recycled cabin air 11

GES 3D PRINTING LPT blades lined up for additive manufacturing as engine maker pushes limits of technology 23

PROGRAMME UPDATE

GULFSTREAM GOES FURTHERDesigning the longest-legged business jet yet

9 7 7 0 0 1 5 3 7 1 2 6 6

3 23.40

5-11 AUGUST 2014

INSIDE

CUTAWAY

POSTERG650ER

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5-11 August 2014 | Flight International | 3flightglobal.com

FLIGHTINTERNATIONAL

5-11 AUGUST 2014

MH17 loss prompts ICAO analysis into troubling concerns about operating civil aircraft in conict regions P13. Brazil adds to its C295 eet as it enhances SAR capability P19

FLIGHTINTERNATIONAL

FIGHTING FIT HOW INDIA PLANS TO MODERNISE ITS AGEING AIR FORCE FEATURE P24

COCKPIT CONCERN New medical study on pilots death could force industry to recognise risk of recycled cabin air 11

GES 3D PRINTING LPT blades lined up for additive manufacturing as engine maker pushes limits of technology 23

PROGRAMME UPDATE

GULFSTREAM GOES FURTHERDesigning the longest-legged business jet yet

9 7 7 0 0 1 5 3 7 1 2 6 6

3 23.40

5-11 AUGUST 2014

INSIDE

CUTAWAY

POSTERG650ER

19 Brazil adds to C295 fleet as it enhances SAR capability. Maritime Hermes breaks cover. Upgraded Il-38N boosts Russian ASW capability

OSHKOSH SHOW REPORT 20 New Mooney puts money on China.

Carter reveals plans for turbine-powered PAV-II. Mahindra seeks US Airvan plant

21 Cessna pitching diesel 172 for avgas-starved aviators. Cirrus Aircraft puts Vision to the test. FAA study could open skies to wider LSA use

22 MVP Aero unveils amphibian worth splashing out on. Icon reveals A5 production prototype. Kestrel keeps to schedule after new investment

REGULARS7 Comment 33 Straight & Level34 Letters36 Classied 39 Jobs 43 Working Week

NEWS THIS WEEK 8 OSCE plans to put UAVs over Ukraine9 787-10s to be built in South Carolina.

Airbus Helicopters looks on light side10 FAA to mandate S-92 gearbox fix.

Airbus pursuing Dassault share disposal proposal. Final ATV blasts off to supply ISS

11 Cabin air killed BA pilot, say experts

AIR TRANSPORT 12 GE222 crash crew changed runway

approach decision. Airbus bullish on A350s Asia-Pacific prospects

13 Industry to weigh up war zone risks14 Airbus relaxes on A320 conversions15 United speeds up removal plan for smaller

regionals. Rivals battle for Ryanair order

DEFENCE 16 Australian auditors blast NH90 service

entry delay. Black Hawk sale to Tunisia given DSCA approval

17 RAAF readies for F-35 deliveries. Harpoon hooks into Poseidon. USMC lauds performance of K-Max

COVER STORY30 Lone ranger Gulfstreams G650ER will

boast the longest legs of any business jet when it enters service next year. Plus: cutaway poster

FEATURES24 INDIAN AIR FORCE Out with the old

The Indian air forces modernisation plan is massive and costly, but should more than prepare the service for the future

28 LABACE PREVIEW Come to Sorocaba Brazil is preparing to host LABACE with its business jet fleet growing fast along with its new business aviation hub

VOLUME 186 NUMBER 5451

PIC OF THE WEEK The shot by DeKevin Thornton captures North American airshow favourite Gene Soucy ying his Grumman G-Y64A Showcat at the EEA Airventure in Oshkosh on Tuesday 29 July. Soucy has modied his Ag Cat a biplane traditionally used for crop spraying to make it suited for a wingwalking act and reight night performance.

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COVER IMAGEGulfstream supplied this image of the demonstrator Gulfstream G650ER, our featured cutaway this week, which carried out proving ights from Los Angeles to Melbourne, Australia, and Hong Kong to New York P30

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NEXT WEEK RUSSIA SPECIAL What effect will the Western response to Russias actions in Ukraine have on the countrys efforts to rebuild its aerospace industry? We talk to the main players.

THE WEEK ON THE WEBightglobal.com

flightglobal.com4 | Flight International | 5-11 August 2014

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CONTENTS

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QUESTION OF THE WEEK

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Last week, we asked: MH17 shoot down? You said:

Airlines should have been avoiding conict zone

Could not have been foreseen

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HIGH FLIERSThe top ve stories for the week just gone:1 Airbus terminates Skymark order for six A380s2 FARNBOROUGH: The end of show orders report3 A320neo conversions necessary to handle backlog: Enders4 Air New Zealand issues 787-9 first user riposte5 Airbus kicks off A350 route-proving trials

In his eponymous blog, David Learmount argues that the Air Algerie/Swiftair Boeing MD-83 crash was not in any way related to the two Malaysian misfortunes, but instead the

result of bad weather, and rather ordinary. Ariel View continues to debate whether airliners should carry missile warning systems following a call by US legislators. Israel is already integrating the Elbit Systems Sky Shield counter-

measure system on its airliners. The technology is therefore available, the blog observes, but it remains to be seen if the requirement will still be there when the hype around the crashes subsides. Meanwhile, The Dew Line assesses the Danish fighter requirement, following the deadline for bids that saw one main competitor withdraw.

US bureau chief Stephen Trimble (top), pictured in front of a Douglas C-3, joined hundreds of thousands of owner-flyers and enthusiasts at the EAA AirVenture show in Oshkosh. His Asia bureau counterpart Greg Waldron flew on an Airbus A350 certication ight from Singapore to Hong Kong.

IN THIS ISSUECompanies listedAeroprofessional ..........................................42AgustaWestland ...........................................27Airbus ................................................8, 12, 14Airbus Defence & Space ..............................19Airbus Helicopters ..........................................9Aiut Alpin .......................................................9Alenia Aermacchi .........................................26All Nippon Airways .......................................13Alpine Air Support ........................................37American Airlines .........................................15Avio .............................................................17Boeing ...................................9, 12, 15, 16, 17Bombarider .............................................9, 15Brecqhou Development................................39Bristow Helicopters ......................................37British Airways ..............................................11British International Helicopters ...................40Carter Aviation Technologies .........................20Cessna ........................................................21CFM International ........................................23Cirrus Aircraft .........................................21, 22Cobham.......................................................40DLR .............................................................33EasyJet ........................................................41Elbit Systems ...............................................19Embraer .......................................................15FTE Jerez ......................................................37GE Aviation ..................................................23General Atomics Aeronautical Systems ........21General Electric .............................................8Gippsland Aeronautics .................................20Global Training Aviation ................................37Gulfstream Brazil .........................................29Hindustan Aeronautics .................................24Honeywell ..............................................20, 25Icon Aircraft .................................................22Ilyushin ........................................................19Ivchenko-Progress ........................................19Japan Airlines ..............................................12Kaman .........................................................17Kamov .........................................................27Kestrel Aircraft .............................................22Lockheed Martin ..............................16, 17, 19Lycoming .....................................................20Mahindra .....................................................20Malaysia Airlines ......................................8, 13Martin Jetpack Company ..............................43MBDA ..........................................................25Mooney Aviation ..........................................20MVP Aero .....................................................22NH Industries ...............................................16Northrop Grumman ......................................17PPG Aerospace ..............................................5Pratt & Whitney ........................................9, 17Qantas .........................................................15Qatar Airways ...............................................12RAC MiG ......................................................24Rapiscan .......................................................8Resource Group ...........................................39Rockwell Collins .......................................2, 44Rolls-Royce ............................................19, 23Ryanair ........................................................15Safran Group .................................................8Schiebel ........................................................8Sigma Aviation Services ...............................42Sikorsky .......................................................16Skymark Airlines ..........................................14Skyworld Aviation .........................................36Sukhoi .........................................................24Textron Systems .....................................20, 25Thales ..........................................................25Tim Leacock Aircraft Sales ...........................36TransAsia Airways .........................................13Uni Air ..........................................................13United Airlines .............................................15

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COMMENT


Read our archive of Flight International comments on editor Murdo Morrisons blog at ightglobal.com/comment See This Week P11

British Airways may be centre stage for this weeks report on a case of pilot and cabin crew illness, but it is an industry-wide problem not related to a specic airline or aircraft type.

As more and more pilots and cabin crew come for-ward with manifestations of organophosphate-induced neurotoxicity (OPIN), it is getting more difcult for air-lines, manufacturers and government departments to take the ofcial line that it is nothing to do with their work. Plus, as medical knowledge on the subject is ac-cumulated and more tissue damage samples gathered, it will become even more difcult.

The Richard Westgate case is likely to become an in-dustry watershed. Westgate was a 43-year-old BA pilot

who died in December 2012, and the difference in his case is that he had extensive medical tests done both before his death and by autopsy after it.

Most crew OPIN victims suffer traumatic symptoms and just lose their jobs. However, since Westgates case a BA steward has died and although his case was not recognised before death, an autopsy revealed almost identical OPIN symptoms to Westgates. As lawyer Frank Cannon remarks: They can try explaining one [case] away, but not another and then another.

The industry can pursue several potential solutions to prevent engine oil-based organophosphates getting into cabin air but it had better accelerate its efforts.

Clearing the air

See Air Transport P13Re

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Singing from the same hymn sheet requires the right tune

The commercial airline industry does not have a centralised source of advice on the dangers of flying over conflict zones but would such a system be any more credible than what exists?

Conicting risks

In the wake of ight MH17s loss over eastern Ukraine, it is right that ICAO has called a high-level meeting to examine what, if anything, could be done to mitigate risks to commercial air transport in conict zones.

It not clear, however, that any workable mitigations are available apart from the obvious tactic of avoiding airspace over all conict zones, however minor the conict may be. That remedy is open to airlines any-way risk management is their responsibility.

The idea of being compelled to avoid all airspace subject to any form of dispute is anathema to ICAO. All the treaties of which it is custodian and curator are about ensuring freedom of the skies for travel and trade just as its maritime equivalent the IMO guards the freedom of the oceans for shipping. So, not only does ICAO see the closure of airspace as undesirable, but as a United Nations agency it cannot order airlines not to use specic airspace it can only provide advice. Only states have the right close their own airspace.

At present, airlines have a system for airspace risk assessment. Information about conicts is available not only via the media, but through NOTAMs, home gov-ernments, the military, embassies and regional ofces of IATA.

But would a centralised system be any more relia-ble? Is there any intrinsic benet from every airline having access to the same intelligence-based advice? It may be a tidy idea, but singing from the same hymn

Being compelled to avoid allairspace subject to any form of dispute is anathema to ICAO

sheet is not good if it is the wrong hymn. Also, who would run a central agency for airspace safety advice? ICAO would be the obvious answer in terms of reliabil-ity, independence and aviation expertise, but such a task is diametrically opposed to its raison detre and it is not an expert in international or internal conicts.

Finally, ICAO would have to depend completely upon reliable, consistent intelligence feeds from all over the world which many nations might not be happy to supply and also upon having the expertise to make a judgement airlines would trust.

Setting up a scale of four airspace risk categories from zero to high risk might make passengers feel bet-ter informed, but it is not the passengers decision, it is the airlines.

Also under consideration is a treaty to control the production, use and ownership of missiles, just as there are treaties banning biological weapons.

There is certainly no guaranteed outcome for that proposal and if there were it would take years.

THIS WEEK


A contract for leased un-manned air vehicle (UAV) services in support of the security mission in Ukraine is expected to be awarded imminently, an in-dustry source has revealed.

The Organization for Security and Co-operation in Europe (OSCE) recently issued a solicita-tion for bids which closed on Fri-day, 25 July. It stipulates the re-quirement for a turnkey UAV solution for deployment in the conicted east of the country.

The OSCE is seeking a vertical take-off and landing platform, preferably for round-the-clock monitoring operations, to be op-erational within weeks.

Vienna-based Schiebel re-sponded to the tender with its Camcopter S-100, but it is un-clear whether any other systems have been offered. Saabs Skeldar UAV would full the require-ment, although the company de-clines to comment on any bid.

[The solicitation] came out of nowhere, says Chris Day, head of capability engineering at Schiebel. Our understanding is that they want something pretty much now they dont want something in a months time.

The OSCE was unavailable to comment on the solicitation, and the date of its release remains un-known. However, sources claim it was issued suddenly, leading to speculation that the downing

of Malaysia Airlines ight MH17 in the Donetsk region of Ukraine prompted the tender.

Day says Schiebel has offered two full systems each compris-ing two aircraft plus ground control station to provide 24h coverage. The requirement for a rotary-wing aircraft is due to the lack of available airelds and runways in the area.

Schiebel says the tender re-quires electro-optical and syn-thetic aperture radar payloads, which the Camcopter can carry simultaneously for around 6h.

The scope of the surveillance operation remains unknown, although it is thought the UAV will monitor the movement of cargo in the region.

The ability monitor access routes and the movement of mili-tary materiel would be valuable to OSCE, hence the interest in ac-quiring or leasing UAV capability for this area, says Doug Barrie, senior fellow for military aero-space at the International Insti-tute for Strategic Studies.

The system will initially be deployed for one month on a trial basis, although this is expected to be extended if the system proves a success.

No evidence has so far emerged of UAV use by either side in the Ukrainian conict, and the size of the nations un-manned inventory is unclear.

For more coverage of the burgeoning unmanned air system sector log on to ightglobal.com/UAV

UNMANNED BETH STEVENSON LONDON

OSCE plans to put UAVs over UkraineEuropean security partnership issues urgent solicitation for bids to monitor conflict zone in east of country

Schi

ebel

Schiebel has responded by offering its Camcopter S-100 system

FRANCE TAKES DELIVERY OF ITS THIRD A400MMILITARY TRANSPORTS France has received the third Airbus A400M Atlas tactical transport from its 50-unit order the fourth delivery for the programme overall. Handed over on 25 July, MSN10 will be operated by the French air force from its Orlans air base, which will receive two further aircraft in the coming weeks, says the manufacturer. The service says the new arrival shows an increase in performance over the two examples it received last year, with the A400M now able to reach its contractual ceiling of 39,400ft (12,000m) and boasting additional capacity thanks to its ability to carry two pallets on the cargo ramp.

MH370 DEEP WATER SEARCH TO START NEXT MONTHHUNT Investigators hunting for the Malaysia Airlines Boeing 777-200ER missing since March expect to begin deep-water search operations in September. The revised schedule follows an update on progress with the bathymetric mapping being undertak-en to aid the search effort. Chinese naval vessel Zhu Kezhen has been conducting survey operations since 24 May and had mapped some 25,000km2 of sea floor by 30 July. A second surveyor, the Fugro Equator, has covered over 43,000km2, and a Malaysian vessel, the KD Mutiara, is to join the other ships this month. The Joint Agency Co-ordination Centre overseeing the hunt for MH370 says the bathymetric survey work will finish by September, with deep-water searches to begin in the same month following selection of a contractor.

ENGINE BUSINESSES POWER UP SAFRAN INCOMEFINANCIALS Safran Groups aerospace propulsion division turned in an 18% rise in operating income to 745 million ($970 million) over the first half, buoyed by the civil aftermarket. Increased volume and better mix, says the company, resulted in modestly higher civil original equipment sales. But it says that strong growth in the CFM International CFM56 and General Electric GE90 aftermarket increased the divisions services revenue by over 7%. Services r epresented almost 50% of revenues for the first half, adds Safran, which were up by 2.5% to 3.76 billion.

TRIAL LAUNCHED TO DETECT BATTERIES IN AIR CARGOTECHNOLOGY Security screening specialist Rapiscan is to explore the feasibility of detecting batteries in air cargo, under a research contract from the UK Civil Aviation Authority. The CAA has selected Rapiscan for a research and development effort to see whether un-declared lithium batteries in air freight can be identified. CAA state safety programme manager Ian Shaw says the company has the technical experience to gather significant test data. Under the nine-month contract Rapiscan will look at various cargo configura-tions and develop image-processing tools and detection algorithms.

AN EASIER WAY TO READ FLIGHT INTERNATIONALWEB SITE The Flight International digital library page is now live on flightglobal.com. It means that subscribers can view a digital version of the weekly three days ahead of publication date, and can also browse through previous digital issues. Non-subscribers can register to view a sample issue. Go to flightglobal.com/flight-international. We have also simplified our subscription packages to make it easier for you to choose how to read the magazine. There are now just three options: print; print and digital (both priced at 141 or dollar or euro equivalent); and digital (125).

BRIEFING

THIS WEEK


FAA to mandate S-92 gearbox fixTHIS WEEK P10

Final assembly of the 787-10 will be conducted by Boeing at its facility in North Charleston, South Carolina beginning in 2017.

We looked at all our options and found the most efcient and effective solution is to build the 787-10 at Boeing South Caroli-na, says Larry Loftis, vice presi-dent and general manager of the 787 programme.

This will allow us to balance 787 production across the North Charleston and Everett sites as we increase production rates. Were happy with our growth and success in South Carolina, and the continued success at both sites gives us condence in our plan going forward.

Design of the 787 familys largest variant is taking place at Boeings facilities in Everett, where the 787-8 and 787-9 are assembled.

Boeing says the 787-10 mid-body fuselage is too long to be transported from North Charles-ton to Everett for nal assembly. Introducing the 787-10 in North

Charleston [also] allows the Ev-erett facility to focus on the 787-8 and 787-9, says the airframer.

The 787-10 is 5.5m (18ft) long-er than the 787-9, and 3.05m of that additional length is in the midbody section.

Boeing has three production lines for the 787 two in Everett and one in South Carolina pro-ducing 10 aircraft a month. This will increase to 12 in 2016 and 14 by the end of the decade.

Everett will continue to assem-ble seven aircraft a month, while the South Carolina nal assembly line will grow to ve aircraft each month in 2015 from three current-ly, and then up to seven each month by the end of the decade.

MANUFACTURING GHIM-LAY YEO WASHINGTON DC

787-10s to be built in South CarolinaBoeing announces plans for final assembly of the largest variant of twinjet family at its North Charleston facility

Bombardier may seek more in-formation before accepting Pratt & Whitneys proposed solu-tion to the engine malfunction that has kept the CSeries ight test eet grounded for two months, executives say.

The aircraft manufacturer is still evaluating P&Ws proposed x for the oil system failure that damaged the PW1500G engine and fuselage of FTV-1 during a 29 May ground test, says Bombardier chief executive Pierre Beaudoin.

Bombardier received P&Ws submission two weeks ago, he says. We should make a deci-sion shortly, so we continue to say [a return to ight is possible] within weeks. Weve made substantial progress because Pratt has proposed a solution to return to ight.

Despite the two-month ground-ing, Bombardier also maintains the six-month window for entry into service of the rst CSeries aircraft in the second half of 2015, he says.

Airbus Helicopters has quietly launched a new reduced weight variant of its EC145 light-twin, aimed at the re-ghting and aerial work segments.

Called the EC145e, the manu-facturer has stripped out all unnecessary weight from the air-frame, including the second pi-lots seat. It estimates around 200kg has been cut from the air-crafts empty weight.

Production will be around 10 aircraft per year, says Airbus Helicopters Germany chief execu-tive Dr Wolfgang Schoder. Final assembly will take place on the same line as the new EC145 T2 at

Production of the smaller 787-8 and -9 will stay at Everett

Boei

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Airbus Helicopters looks on light sideROTORCRAFT DOMINIC PERRY DONAUWRTH

The EC145 T2 is assembled on the same line as the new variant

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the airframers Donauwrth plant, although this could be moved to its US facility in Columbus, Mississippi where the similar UH-72A Lakota is produced.

At present two separate lines are running at Donauwrth, pro-ducing both legacy EC145 C2s and the newer T2. However, work on the older model will stop in a few months says Schoder.

Work on the enhanced T3/P3 versions of the lighter EC135 is also taking place at Donauwrth. Certication of the upgraded types is envisioned in September with rst delivery to Italys Aiut Alpin taking place a month later.

Improvements include longer rotor blades, modied engine in-takes and engine control software to boost the helicopters hot and high performance.

Airbus Helicopters took in net orders for 148 rotorcraft in the rst half of 2014 a fall of 11% on the same period last year amid signs of a weaker than expected market for civil helicopters.

Speaking on a 30 July results call, Tom Enders, chief executive of Airbus Group, said the com-mercial market was still pretty soft. Nonetheless, the airframer hopes to make inroads into the market with new products like the 7.5t EC175, which will enter ser-vice in the fourth quarter.

Airbus Group chief nancial ofcer Harald Wilhelm says re-search and development spend-ing at the unit was also a bit above plan in the rst half, as Airbus Helicopters stepped up its entry-into-service preparations for the EC175 and the EC145 T2.

The crisis involving the EC225 that plagued the com-pany in 2012 and 2013 is now behind us, Enders adds.

POWERPLANTS

Bombardier to evaluate P&W x for CSeries

THIS WEEK


For more in-depth coverage of the global rotorcraft sector, go online toightglobal.com/helicopters

An Automated Transfer Vehicle payload has been successfully launched by the European Space Agency to carry out surveillance and provide supplies to the Inter-national Space Station the fth and nal mission of its type.

ATV-5 dubbed George Lema-tre was launched using the Airbus Defence & Space Ariane 5 rocket on 29 July, from Kourou, French New Guinea.

ATV-5 was expected to have completed its initial operations some 10h after launch, and will

take two weeks to test equipment and perform experiments.

The mission will include the vehicle ying around the ISS to test its laser infrared imaging sen-sor (LIRIS). A virtual 3D model of the station will be generated using LIRIS, after which the data stored on board will be down-loaded and analysed.

ATV-5 will then dock with the ISS on 12 August for six months

and deliver 6,600kg (14,600lb) of freight, after which it will leave with waste material.

ATV-5 for which Airbus was also the prime contractor weighs 20t, making it the heaviest pay-load to be launched by Ariane.

The mission marks the 60th launch using the Ariane 5 rocket. The rst ATV mission was launched in 2008, also in support of the ISS crew.

Siko

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The airframer has already advised operators to make the changes

Rex

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Rafale: conflict of interests?

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The pod launched on 29 July

The US Federal Aviation Ad-ministration has proposed to mandate a series of actions al-ready recommended by Sikorsky aimed at preventing a main gear-box oil pump failure on the air-framers S-92 helicopter.

The proposals include auto-mating a process to switch a by-pass valve if oil pressure drops below 2.4bar (35psi), and install-ing a sensor that would detect an oil pressure drop and alert the pilot, a notice of proposed rule-making issued on 23 July says.

The FAA would also require software changes to give the pilot visual and aural warnings of an oil pump failure in the S-92s main gearbox.

Publishing the draft rule in the Federal Register is the rst step in the FAAs rulemaking process. The public now has a chance to

comment on the rule until 22 September.

Sikorsky has already advised S-92 operators to make the same hardware and software changes in a series of service bulletins is-sued by the company from 2011 to 2013.

The bulletins and rulemaking process began following the 2009 crash of an S-92 off Newfound-land, Canada in which 17 people died due to a loss of oil in the main gearbox.

The FAA document also dis-closes another incident of a leak-ing oil pump.

The S-92s manual requires the pilot to manually switch the by-pass valve within 5s of an oil pump failure alert. In that case it took the pilot signicantly longer to make the manual switch, the FAA says.

SAFETY STEPHEN TRIMBLE WASHINGTON DC

FAA to mandate S-92 gearbox xSikorsky has already advised operators to make necessary software tweaks to ensure pilots warned if oil pump fails

Fifth and final ATV blasts off on ISS supply missionMILESTONE BETH STEVENSON LONDON

Airbus Group has under-scored its determination to divest its 46.3% stake in rival French airframer Dassault Avia-tion, as the reshaped company shrugs off the last vestiges of state control.

Airbus has held the stake in Dassault which makes both business jets and combat aircraft since before its inception as EADS, as a legacy of the national-isation of Frances aerospace in-dustry in the early 1980s.

However, with its interest in the Euroghter consortium, Air-bus has found itself in an awkward position where the Typhoon has been pitched against the rival Dassault Rafale in ghter requirement contests.

However, in its half-year re-sults for the period ended 30 June the company states: As part of a portfolio review, Airbus Group continues to pursue dis-posal options for its investment in Dassault Aviation. Chief executive Tom Enders, speaking on an investor call on 30 July,

STRATEGY DOMINIC PERRY LONDON

Airbus pursuing Dassault share disposal proposal

declined to be drawn on a timeline for the disposal of the stake, but said Airbus Group is actively working to divest the share in Dassault.

No reason for the renewed in-terest in a sale has been given, but industry insiders say that since Airbus Group reshaped its share-holding in early 2013 reducing the inuence of the French and German governments any im-pediments to the deal have grad-ually been removed.

Airbus Group earned 67 million ($90 million) from its interest in Dassault in the rst half of 2014.

Airbus has been in an awkward position where the Typhoon was pitched against the rival Dassault Rafale

THIS WEEK


GE222 crash crew changed runway approach decisionAIR TRANSPORT P12

Sustained exposure to organo-phosphates (OP) from con-taminated cabin air contributed to the death of a 43-year-old British Airways pilot, a group of medical experts believe.

Their ndings are likely to in-crease pressure on the industry to take more seriously the issue of sustained exposure to engine bleed air. Airlines and govern-ments have dismissed sugges-tions that it can be a factor behind ightcrew falling ill.

The pilot, senior rst ofcer Richard Westgate, started ying professionally in 1996 and worked for various airlines be-fore joining BA in 2007. He died in December 2012 after years of increasingly serious symptoms of sickness that went undiagnosed in the UK despite reference to 15 different medical consultants.

Symptoms included head-aches, loss of memory and numb-ness in his limbs. He was ground-ed on full pay in September 2011, and consultation with a neurologist in Amsterdam fol-lowed. As a result, extensive

MEDICAL INVESTIGATION DAVID LEARMOUNT LONDON

Cabin air killed BA pilot, say expertsAuthority on organophosphate poisoning says tissue from Richard Westgate, who died in 2012, worst case he has seen

medical details of his symptoms before death are on record.

Although no coroners inquest has been held into his death, med-ical experts led by Prof Mohamed Abou-Donia of Duke University Medical School, North Carolina, the worlds leading authority on organophosphate poisoning, have just published a study into two autopsies carried out on Westgate, who until his illness was a slim, t paragliding champion.

Abou-Donia and his colleagues are also investigating the death this year of an unnamed 34-year-old BA airline steward, whose tissue samples indicate degrada-tion that appears identical to Westgates case and consistent with organophosphate-induced neurotoxicity. Both he and Westgate died in their beds.

POISONINGAbou-Donia says Westgates case is one of the worst cases of orga-no-phosphate [OP] poisoning I have come across. In all my spe-cialised tests for neuro-specic auto-antibodies he was the worst

by far. He adds: The air trans-port industry constantly over-looks vital components of OP poi-soning: the combined effects of multiple compound exposure repeated low-dosage exposure is just as dangerous as a single large dose (often more so) and the ge-netic predisposition to toxicity of the individuals genes.

The potential risks of air con-tamination have been a sensitive area for some years. The airlines do not deny that organophos-phates can be present in the en-gine bleed air that supplies the

cabin, but they and aircraft man-ufacturers maintain that this is at a harmless level. Abou-Donia ar-gues this was not so in Westgates case, despite the fact that the pilot had never logged an actual fume event during his career.

WATERSHEDFrank Cannon, the lawyer acting for the families of both deceased, says the Westgate case is a water-shed in this controversy: They can try explaining one [case] away, but not another and then another. Cannon says he has about 50 cases on his books.

BA says: It would be inappro-priate to comment on the cause of death of an individual. The safety and security of our custom-ers and crew are of paramount im-portance to British Airways and will never be compromised.

Our crew are encouraged to report any possible fume event so that our engineers can investigate it. We would not operate an air-craft if we believed it posed a health or safety risk to our custom-ers or crew.

Westgate: series of symptoms

AIR TRANSPORT


David Learmount offers his succinct views on the complexities of aviation safety: ightglobal.com/Learmount

Taiwans Civil Aeronautics Administration (CAA) has denied reports that air trafc con-trollers at Magong airport rejected a request from crashed TransAsia Airways ight GE222 to change the direction of the turboprops landing approach.

Taiwanese media had claimed that the pilot of the crashed ATR 72-500 requested to land at the airports runway 02, instead of the instructed approach from the opposite direction, runway 20.

The CAA conrmed that a re-quest to change the direction of the approach was made by the TransAsia ightcrew. It adds, however, that while air trafc controllers were checking with the air force about the request, the pilot changed his mind and de-cided to land on runway 20. He communicated this decision to controllers prior to making the ill-fated landing attempt.

Magong airport, which han-dles both civil and military activ-ities, has a single runway, desig-nated 02/20. It is 3,000m (9,800ft) long and runs in a north/north-easterly direction.

While the ATC was still co-ordinating with the military, the

latest weather data reported a visibility of 1,600m, and the two pilots decided to use runway 20 for landing, it says.

The CAA says that besides TransAsia, an Uni Air aircraft had also requested to land on runway 02 at about the same time. It is not clear at which exact point of the ight did pilots from both air-lines request a change in the di-rection of their approaches.

TransAsias 14-year-old turbo-prop, registered B-22810, was op-erating the Kaohsiung-Magong ight when it crashed into build-ings on approach to land, killing 48 passengers and crew on board.

The circumstances of the crash are still unclear, but Ma-gong was battered by typhoon activity on the day of the acci-dent. Heavy rain and poor visi-bility reportedly led the ight crew to initiate a go-around after an aborted initial approach.

TransAsia Airways has pledged to enhance its safety standards on domestic ights, stating that it plans to raise visibility require-ments for take-offs and landings of its domestic ights to at least 50% above that required by the airports and regulator.

All Nippon Airways (ANA) has nalised an order with Boeing for 40 widebody aircraft comprising 20 777-9Xs, 14 787-9s and six 777-300ERs.

The deal, originally an-nounced as a commitment in March, is valued at $13 billion, says the US airframer.

The aircraft we have selected will enable us to modernise and expand our eet further as we seek to become one of the worlds

leading airline groups, says Shinichiro Ito, chief executive, ANA Holdings.

Boeing adds that the 777X has 300 orders and commitments from six customers globally.

This order from ANA demonstrates the strength of our 50-year partnership and we are proud to make history with ANA once again, says Boeing Commercial Airplanes chief ex-ecutive Ray Conner.

The turboprop crashed into buildings, killing 48 people on board

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ACCIDENT MAVIS TOH SINGAPORE

GE222 crash crew changed runway approach decision TransAsia flight requested landing from opposite direction but then reverted to original course before fatal accident

FLEET

ANA seals $13bn Boeing order

The deal includes 20 777-9Xs

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MARKETING GREG WALDRON SINGAPORE

Airbus bullish on A350s Asia-Pacific prospectsAirbus remains condent about the prospects for the A350-1000 in the Asia-Pacic, despite recent high prole wins for the Boeing 777X in the region.

Sophie Pendaries, Airbuss head of product marketing and customer affairs, stresses that the developmental A350-1000 will be lighter than the 777X, which will give it superior cost per seat economics.

We estimate a cost advantage of 15% per trip against the 777X, and a 5% lower cost per seat, she says. Pendaries was speaking with Flight International aboard MSN5, the fth test A350-900, during a test ight on the Singa-pore-Hong Kong route one of the busiest city pairs in the Asia-Pacic, and an important market for future A350 operators Singa-pore Airlines and Cathay Pacic.

Despite strong success with the A350-900, the larger -1000 has struggled to secure sales since winning a landmark order for the type with Japan Airlines (JAL).

The JAL deal marked a major inroad for the European airframer in Japan traditionally a strong-hold of Boeing.

Pendaries adds that the A350-1000s operating weight when empty will be 33t lighter than the 777-8X, owing to the types composite fuselage the 777X will feature an aluminium fuselage and will be 40t lighter than the 777-9X.

This will reduce navigation charges, lower landing fees and cut fuel burn. In addition to the lower seat cost, these factors will also reduce the cost per trip by 15%. Every time you y with the A350-1000, you cut your risk by 15%, she says.

The ight was one of a series of ight tests between the two Asian super-cities designed to study how the A350-900 will perform in typical airline service, with an emphasis on short turnarounds, operating in hot, tropical condi-tions and the impact of the envi-ronment on aircraft systems.

AIR TRANSPORT

flightglobal.com

Neo conversions inevitable EndersAIR TRANSPORT P14

5-11 August 2014 | Flight International | 13

The International Civil Avia-tion Organisation (ICAO) is establishing a task force that aims to examine ways to reinforce the collection of accurate informa-tion about conict zones, and im-prove their risk assessment dur-ing route planning.

The senior-level task force which government and industry representatives will be invited to join is being set up in the wake of the loss of Malaysia Airlines ight MH17, apparently after a missile strike, over Ukraine.

ICAO secretary general Raymond Benjamin, speaking during a brieng in Montreal last week, said the destruction of MH17 was unacceptable and had raised troubling concerns about operating over regions caught up in armed conict.

He acknowledges that the mat-ter is highly complex and po-litically sensitive, but says that ICAO has an important role to play in ensuring that the right information reaches the right people at the right time.

While the pursuit of accurate information on which to base op-erational decisions on ight safe-ty is a near-term objective, ICAO has also highlighted a need for better international control over the design and deployment of anti-aircraft weapons.

International Air Transport Association director general Tony Tyler, also present at the brieng, said the loss of the

Boeing 777-200ER on 17 July had exposed a gap in the sys-tem. Tyler says that crucial deci-sion-making information must be authoritative, accessible and un-equivocal. Even information which might be considered sensi-tive can be sanitised, he says, in a manner which will ensure airlines can act effectively.

WEAPONRYTyler adds that MH17 has demonstrated that powerful anti-aircraft weaponry is in the hands of non-state entities, and that there is little in terms of international conventions to address the associated risks. But he concedes that this is a longer-term issue.

MH17 had been operating in a section of open and approved air-space situated above a zone of closed airspace.

Keeping airspace open for the passage of commercial trafc maintains a revenue stream of air navigation fees, but Tyler rejects the notion that this creates a con-ict of interest for governments.

Im sure that no country, no civilised person, would put a few dollars ahead of the value of human lives, he says.

ICAO expects that the task force will be able to submit an initial report within six to eight weeks. Its ndings will be presented to the ICAO Council. The organisation will also host a high-level safety conference in February 2015.

Tyler insists that there is no sys-temic failing and stresses a need to keep a sense of perspective.

Weve identied a gap. Lets close that gap but not completely rewrite the rules on how things are done.

Meanwhile, Ukrainian author-ities were last week trying to establish a 20km safe zone around the crash site of Malaysia Airlines ight MH17 to enable investigators to examine the Boeing 777s wreckage.

The zone is smaller than the 40km combat-free radius that Ukrainian president Petro Poroshenko originally ordered on 21 July. That declaration has since been updated to refer to a zone 40km in diameter.

Ukrainian deputy prime min-ister Vladimir Groisman, chairing

the commission investigating the loss of MH17, says the country will not lead any military action within the 20km radius.

It came after Ukrainian-authorities disclosed that the Boeing 777-200ER had suffered explosive depressurisation.

The National Security and Defence Council of Ukraine says that a specialist committee study-ing the cause of ight MH17s de-struction on 17 July has informed that it was subjected to massive explosive decompression.

SURVEILLANCEThe Council has not specied any trigger hostile act or other-wise for the sudden depressuri-sation. Nor has it stated the source of its information.

Investigators in the UK have been analysing information from the two ight recorders retrieved from the 777s wreckage.

The UK Air Accidents Investi-gation Branch says that it has fed its information to the internation-al investigation team through the Dutch Safety Board, which is heading the MH17 inquiry.

Investigation of the crash is being carried out under ICAO rules, says the Dutch Safety Board, adding that it has shared information only with the inquiry team, and not the Ukrain-ian government. We didnt brief anybody else except the team members, it states.

Ukrainian investigators also believe MH17 had been ying an established route.

The state commission support-ing the inquiry says that analysis of data from automatic depend-ent surveillance (ADS-B) trans-missions and ground radar con-rms that the aircraft was operating in Ukrainian airspace within an established air trafc services route.

While investigators have yet to conclude that a missile brought down MH17, this remains the most prominent theory at govern-ment levels.

INITIATIVE DAVID KAMINSKI-MORROW LONDON

Industry to weigh up war zone risksICAO-led task force will aim to advise airlines of potential dangers of flying over areas of conflict in wake of MH17

IATA chairman Tyler says the crash exposed gap in the system

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Authorities have tried to establish a safe zone around the site

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AIR TRANSPORT


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MANUFACTURING DAVID KAMINSKI-MORROW LONDON

Airbus relaxes on A320 conversionsAirframer says further transfers from original variant will be necessary to keep transition to all-Neo production on track

Airbus expects to entertain fur-ther conversions of its A320 family to the re-engined A320neo in order to cope with overbook-ing in the backlog.

Although the airframer origi-nally insisted it would not permit switching of existing A320 orders to the A320neo, it has recently re-laxed this policy for a limited number of customers.

Airbus Group chief executive Tom Enders explains that the manufacturer has effectively been forced to allow conversions in order to keep the transition to all-A320neo production on track.

He says that given the over-booking of A320 slots and the shortening interval before A320neo transition, Airbus can no longer manage the backlog by pushing out aircraft some years down the road.

Enders says Airbus does not want to move A320 orders to 2018 and beyond because the air-framer is aiming to achieve full A320neo production cutover by this point.

HIGHER MARGINSHe adds that, as a result, conver-sion of A320s is inevitable, adding: We knew it was com-ing. However, he points out that conversions to the A320neo re-sult in higher margins for the slots, and he expects further simi-lar switches to emerge in the sec-ond half of 2014 and over the course of next year.

Airbus says the A320neo re-mains on track for rst ight in September, and entry into service in the fourth quarter of 2015.

Meanwhile, the company also says the A350 is on schedule for certication in the third quarter and service entry in the fourth, even as costs for the programme weighed on the airframers rst-half earnings.

The commercial aircraft divi-sions earnings before one-off costs for the six months to 30 June rose by rose by 4.5% to 1.29 billion ($1.8 billion).

Airbus Group says A350 de-velopment remains on track, but acknowledges that its rst-half nancials have shouldered support costs and the effects of front-loaded research expenses compared with last year.

Revenues for the Airbus divi-sion rose by 7% to 19.4 billion

as it delivered 303 aircraft over the six months.

Airbus Group points out that this involved a more favourable mix of aircraft, including 13 A380s ve more than it man-aged by last years interim.

The airframer expects full-year deliveries to be around the same

level as in 2013 including the rst A350-900 handover to Qatar Airways with this gure ex-ceeded by net orders.

The group forecasts moder-ate return-on-sales growth for 2014, and says its 2015 target, pre-A330neo development con-siderations, is unchanged.

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The airframer originally insisted it would not permit switching of orders to the newer twinjet

CONTRACT

Toulouse sure it can remarket Skymarks cancelled A380sAirbus has cancelled Japanese car-rier Skymark Airlines order for six A380s, saying it has taken the action in accordance with its contractual rights.

However, the airframer is confi-dent it will be able to remarket the assembled Skymark Airlines A380s within six months.

Skymark had previously disclosed it was discussing a possible cancel-lation of the 2011 order with Airbus, saying that increased competition and weaker local currency had af-fected the business climate since it placed the order.

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Airbus confident it will find new homes for A380s in six months

However, the carrier also ex-pressed concern that it would incur a penalty if the order was cancelled.

The first two of the Rolls-Royce Trent 900-powered aircraft have al-ready been built, with one undergo-ing test flights, but the airframer has not fitted the interior to either a crucial decision which will aid the remarketing effort.

Remarketing chances of a green aircraft that doesnt have the cabin furnishing is higher than for a [cus-tomised] white-tail, said Airbus Group chief Tom Enders during a first-half results briefing.

We dont have a record of giving up easily on any of our customers, adds Enders, pointing out that Skymark would have been the first A380 operator in the key Japanese market. We had to act proactively to limit their, and our, liability.

Airbus Group chief financial of-ficer Harald Wilhelm says the Skymark situation will not impact the 2015 objective for A380 produc-tion break-even.

Enders insists that the A380 is not running out of orders, and there is no need to decide on a ma-jor overhaul, including an option for a new engine.

Enders insists that a re-engining programme would require a con-vincing business case, which would certainly take more than one or two customers.

Meanwhile, Korean Air took deliv-ery of its tenth A380 on 29 July its final superjumbo on order.

The aircraft will undergo tests required by authorities in South Korea before being deployed on the Seoul Incheon-Atlanta route on 3 August, the airline says.

AIR TRANSPORT

flightglobal.com

Australian auditors blast NH90 service entry delayDEFENCE P16

Ryanair sees Boeings 200-seat variant of the 737 Max 8 and Airbuss planned 189-seat A320neo as contenders for its next aircraft order.

Chief executive Michael OLeary has welcomed Boeings intention to offer a capacity-

boosted version of its re-engined narrowbody. However, he stress-es there is no intention to amend the carriers existing 180-aircraft order for 189-seat 737-800s due for delivery between September this year and 2018.

We will take those aircraft as is, but for the next round of air-craft, [for the period] 2019-2025, we are looking at the 189-seat Air-bus, or what I hope will be a 197 to 198-seat 737, OLeary said at a brieng in London.

Boeing disclosed its plan for a 200-seat Max 8 during last months Farnborough air show. Airbus, meanwhile, intends to raise the number of passengers the A320 is certicated to carry from 180 to 189, with an internal

conguration change based on a larger door and installation of a wider slide.

On the possibility that the Irish budget carrier could turn to Air-bus for aircraft in the future, OLeary says: We have a long-standing relationship with Boe-ing, and in the future I suspect we will operate largely with Boeing aircraft, but I think we would be keen to operate some Airbus air-craft somewhere in the business.

Meanwhile, OLeary has sought to quash speculation that he is planning to depart his position as chief executive of Ryanair, saying he is committed to two more years with the low-cost airline.

5-11 August 2014 | Flight International | 15

Airline will cut fleet to 231 50-seaters, including ERJ-145s

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Qantas is to embark on a 12-month cabin upgrade of its Boeing 737-800s which will see an additional row added at the rear of the economy class cabin and an enhancement to the carri-ers in-ight entertainment.

The programme will com-mence in the middle of 2015 and see 67 aircraft upgraded, the Aus-tralian carrier says.

The airline has yet to decide where the work will take place. After the upgrade, Qantass 737s

will feature 174 economy seats up from 168 currently and 12 business class seats.

The addition of six economy seats will be made possible by changes to the rear galley and lavatory. However, despite the addition of additional seats, the carrier says there will be no changes to the amount of seating space for each passenger.

The new arrangement will in-crease the capacity of Qantass 737 eet by 3%, the carrier adds.

CABINS GREG WALDRON SINGAPORE

Qantas to hike 737-800 seating

FLEETS

American Dreamliner delivery on trackAmerican Airlines is on track to receive its first Boeing 787-8 late in the fourth quarter, as it focuses on modernising its largely ageing fleet, says chief executive Doug Parker.

The airline anticipates the delivery of two 787s this year, with 11 more due in 2015 from its firm order for 42 of the type which includes both the -8 and larger -9 models. Speaking with Flight International at the Global

Business Travel Association annual convention in Los Angeles, which was held on 25-29 July, Parker declined to provide any further detail on the delivery schedule.

American will initially fly its Dreamliners on domestic routes before placing them on international services. This approach is similar to United Airlines plan, when it re-ceived the its first 787s in 2012.

United Airlines is accelerating plans to remove 50-seat re-gional jets from its eet, with a new target to park about 130 aircraft by the end of 2015.

In outlining the plan, Jeff Smisek, chairman, president and chief executive of the Chicago-based Star Alliance carrier, in-creases the number of aircraft United plans to remove by 30 from comments he made in June.

United now anticipates having roughly 231 50-seat regional jets including the Bombardier CRJ200 and Embraer ERJ-145 in its re-gional eet at the end of 2015, based on these numbers and its most recent eet plan. The carrier plans to remove 47 of the aircraft this year. The airline will replace some of the small regional jets

with the 76-seat Embraer 175s it rst introduced in May. It plans to have 70 of the type in its re-gional eet by the end of 2015.

Smisek will not say whether the additional 30 aircraft would be replaced by other eet chang-es, or allow United to cut addi-tional capacity from its network.

Uniteds overall eet could shrink to about 1,200 aircraft at the end of 2015 from 1,265 at the beginning of this year with the updated 50-seat guidance.

The E175 is cheaper to operate and provides United with more revenue generating opportunities than 50-seat aircraft. It is about 10% more fuel efcient and of-fers new up-sell opportunities to both rst class and economy plus seating, airline executives say.

FLEETS EDWARD RUSSELL WASHINGTON DC

United speeds up removal plan for smaller regionalsStar Alliance carrier updates target to mothball 130 aircraft by end-2015, but keeps mum on future capacity strategy

We are looking atthe 189-seat Airbus,or what I hope will bea 197 to 198-seat 737MICHAEL OLEARYChief executive, Ryanair

OLeary: Two more years

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OUTLOOK OLIVER CLARK LONDON

High-capacity rivals will battle for Ryanair order

DEFENCE


For an in-depth look at the global military inventory, download our World Air Forces directory: ightglobal.com/WAF2014

The US Defense Security Co-operation Agency (DSCA) has approved a potential $700 million foreign military sale of 12 Sikorsky UH-60M Black Hawk helicopters to Tunisia.

Congress, which will now de-cide whether to authorise the deal, was notied of the DSCAs approval on 23 July.

Included within the price are spare parts, training and logisti-cal support. Weapon systems notably Hydra rockets and Lockheed Martin AGM-114 Hellre missiles are also fea-tured, as are electro-optical infra-red laser designators, night vision goggles, communications sys-tems and laser, missile and radar warning systems.

The proposed sale will im-prove Tunisias capability to deter regional threats and strengthen its homeland defence, as well as support counter-terror-ism operations, the DSCA says, describing Tunisia as a friendly country in North Africa.

The rotorcraft will be used for border patrol, quick reaction and medical evacuation for Tunisias air and ground forces, and in counter-terrorism and border security operations.

In addition, on 14 July US secretary of defense Chuck Hagel signed documentation alongside Hamad bin Ali al-Attiyah his equivalent in Qatar for the latters potential purchase of up to 24 Boeing AH-64 Apache attack helicopters.

The deal is valued at $11 billion, including the purchase of Patriot missiles and Javelin anti-tank guided weapon systems.

The proposed sale will improve Tunisias capability to deter regional threatsDCSA

In a scathing report, Australian auditors have blamed a series of procurement errors and development deciencies for the delayed service entry of the nations eet of NH Industries NH90 multi-role helicopters.

Final operational capability (FOC) for the rotorcraft is now not anticipated before April 2019 almost ve years late. In the meantime, the Australian Army Aviation Corps has had to continue operating its eet of age-ing Sikorsky S-70A Black Hawks beyond their planned retirement date. And the Royal Australian Navy has been left with a capability gap following the withdrawal from service of its Westland Sea King 50As in 2011.

Acquired under three separate phases of the Australian Defence Forces (ADF) Project Air 9000 re-quirement worth a projected A$4 billion ($3.8 billion) an ini-tial contract for 12 helicopters was signed in 2005, with a contract modication covering an addi-tional 34 completed in 2006.

However, the Australian Na-tional Audit Ofce (ANAO) says in its report that defence chiefs initially recommended the purchase of 12 new-build Sikorksy S-70M Black Hawks, along with 36 new or remanu-factured S-70Ms for the second phase.

This decision was overruled by the then Liberal-National

coalition government led by John Howard, the ANAO says, despite receiving the support of most of the armed forces senior commanders.

Although the NH90 TTH v ariant selected known as the MRH90 in Australian service theoretically also matched Canberras needs, some nine years since the contract signing the 11t rotorcraft is still underperforming.

Further, operational tests and evaluations had not validated the ability of the MRH90 to satisfy any of the 11 operational capabil-ity milestones set by the army and navy, the ANAO says, blaming the relative immaturity of the programme when deliver-ies began in 2007.

CONSEQUENCESRedesigns have been required for some elements, including bol-stered cabin oors and wind-screens, rappelling hooks and door gunner positions, the ANAO adds. In addition, the pro-vision of common spares has been found to be lacking, and sustainment has proven more costly than originally forecast.

Overall, [the defence minis-try] has had to cope with ongoing commercial and technological management issues which are yet to be fully resolved, with sus-tained improvements in MRH90 capability and value for money

yet to be demonstrated, it adds.The ANAO report highlights

development deciencies and acquisition decisions as the pri-mary causes of the difculties ex-perienced by the programme.

Crucial stages of development were not appropriately per-formed, leading to serious and potentially long-term consequenc-es for capability delivery and ex-penditure, the ANAO says.

With the acquisition of the MRH90, the eet of S-70A Black Hawks operated by the army since the 1980s was to have been with-drawn by December 2013. How-ever, the retirement did not com-mence until January 2014, and is now not scheduled to be complete until June 2018.

FOC for the MRH90 was originally to be declared in July 2014, but this is now not expect-ed to be realised until April 2019.

The ANAO does highlight some benets from the pro-gramme, however, through the localisation of MRH90 assembly at the Brisbane facility of Airbus Helicopters subsidiary Australi-an Aerospace. All but three of the 28 helicopters delivered to date have been built at the site.

This capability has also spawned a dedicated composite component manufacturing capa-bility, feeding into NHIs global supply chain. However, the re-port does not quantify the value of this work.

The type is not now expected to enter service until June 2018

CAPABILITY BETH STEVENSON LONDON

Black Hawk sale to Tunisia given DSCA approval

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REQUIREMENT ANDREW MCLAUGHLIN SYDNEY

Australian auditors blast NH90 service entry delayDevelopment deficiencies blamed for hold-up to introduction of multi-role helicopter

DEFENCE


Brazil adds to C295 fleet as it enhances SAR capabilityDEFENCE P19

Australias rst pair of F-35 Lightning II combat aircraft have been rolled out, during a ceremony at Lockheed Martins Fort Worth nal assembly site in Texas. They are the lead exam-ples of at least 72 aircraft to be produced for the nation, under an acquisition worth a projected A$12.4 billion ($11.6 billion).

Following the 24 July event, training aircraft AU-1 and AU-2 are to undergo functional fuel system checks before being trans-ferred to the ight line for ground and ight tests that are due to occur in the coming months, says Lockheed.

The two aircraft will be formal-ly delivered to the Royal Austral-ian Air Force later this year be-fore being transferred to the US Air Forces Luke AFB in Arizona, the main international training base for the stealthy F-35.

Initial RAAF pilot training will begin in the United States in 2015, and from 2018 the Austral-

Negotiations have commenced between Boeing and the US Department of Defense to secure integration of the AGM-84 Harpoon Block 1G anti-ship mis-sile with the P-8A Poseidon mari-time patrol aircraft, on behalf of the types Australian customer.

Canberra announced in Febru-ary it had approved the acquisi-tion of eight P-8As for the Royal Australian Air Force, plus four options. Australia has main-tained a co-operative programme with the US Navy on the devel-opment of the P-8A since 2007.

The Boeing 737-derived type and an as-yet undetermined num-ber of Northrop Grumman MQ-4C Triton unmanned aircraft will re-place the RAAFs 18 Lockheed Martin AP-3C Orions from 2017.

In a 24 July notication, the DoD suggests the work required on the Harpoon Block 1G is large-ly related to integrating the weap-on with the P-8As combat system software. The work includes de-veloping, lab and aircraft testing, evaluating and implementing the updates to the aircraft hardware and software conguration.

INTEGRATION

Harpoon hooks into Poseidon

The US Marine Corps (USMC) Lockheed Martin/Kaman K-Max unmanned helicopter has returned from its Afghan deploy-ment, following almost three years in theatre.

USMC lauds performance of K-Max in AfghanistanASSESSMENT BETH STEVENSON LONDON

Canberras JSF fleet will replace its F/A-18A/B Hornets

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ACQUISITION CRAIG HOYLE LONDON

RAAF readies for F-35 after roll out of rst two ghters Aircraft unveiled at Forth Worth assembly plant are lead examples of 72-strong order

The cargo-carrying unmanned air vehicle returned in May, and is now undergoing technical as-sessment at Lockheeds Owego facility in New York.

A United States Marine Corps

assessment of assets in theatre concluded that the UAV was no longer required in Afghanistan to support the mission, so the unmanned rotorcraft was subsequently returned, Capt Pat-rick Smith, programme execu-tive ofcer for multi- mission UAS, says.

The system outperformed ex-pectations while deployed, as it was originally only due to oper-ate for six months from December 2011. This excelled anything we thought possible, says Smith.

The USMC is in discussions about potentially making K-Max a programme of record, although Smith cannot offer any detail on when this could happen, or which budget year it could fall

under. I cant say when this will happen; this is still right now in a primary stage, he says.

K-Max carried some 20,400 tonnes of cargo throughout its de-ployment with the two aircraft that were in theatre.

Meanwhile, Lockheed is planning to conduct a series of demonstrations with K-Max, including an effort to demonstrate the aircrafts ability to move a company-developed unmanned ground vehicle (UGV) during test-ing in US Army-led trials at Fort Benning, Georgia in August.

The K-Max is capable of carrying loads of up to 2,720kg (6,000lb), while the squad mission support system UGV can weigh up to 2,270kg.

ian Defence Force will com-mence ferry ights of JSF aircraft to Australia, the service says.

Lead operational unit 3 Sqn will become operational in 2021, according to the RAAF, with this being the rst of what is currently planned to be three frontline units equipped with the conven-tional take-off and landing F-35A at the Tindal and Williamtown bases. A training squadron will also operate the type from the lat-ter location, with a total of 72 air-

craft scheduled to be fully opera-tional by 2023.

Being acquired via Project Air 6000, Australias F-35As will re-place its legacy eet of Boeing F/A-18A/B Hornets.

A fourth operational squadron will be considered for RAAF Base Amberley, for a total of about 100 F-35As, the air force says.

Canberra says 30 Australian companies have so far secured workshare worth $412 million on the F-35 programme.

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The rotorcraft carried a total of 20,400 tonnes of cargo

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DEFENCE


Acclaim as reborn Mooney takes offSHOW REPORT P20

Ilyushin has delivered the rst upgraded Il-38N anti-subma-rine warfare (ASW) aircraft to the Russian navy, following a modernisation effort that began in 2012.

Handed over on 15 July, the turboprop-powered type is the rst of ve examples to receive the enhancements under a Rb3.5 billion ($100 million) contract.

The upgrades focus on the ad-dition of a Novella P-38 target track and search system devel-oped by St Petersburg-based Le-ninets, giving the 1960s-era air-craft what the manufacturer calls a second life. The P-38 broad-ens the area a single Il-38N can cover, while allowing it to track 32 targets simultaneously.

Speaking at a ceremony to mark the delivery, Maj Gen Alex-ey Serdyuk said the modernised Il-38N would increase the ser-vices ASW capabilities. We have been waiting for this aircraft for a long time, he adds.

Flightglobals MiliCAS data-base lists the Russian navy as hav-ing an active inventory of 16 Ivchenko-Progress AI-20M-pow-ered Il-38s, with a further 12 in storage. Ilyushin has indicated the entire 28-strong eet is likely to receive the upgrade by 2020.

Elbit Systems is offering its Hermes 900 unmanned air system (UAS) in a maritime patrol conguration.

The Israeli company says the variant has been designed to an-swer the full spectrum of oper-ational needs for a maritime pa-trol UAS. The types payload weighs 350kg (770lb) and in-cludes a maritime radar and elec-tronic surveillance systems. In addition, the type can use its sat-

ellite communication links to act as a radio relay and enable an op-erator to talk to distant vessels.

Elbi claims the aerodynamic efciency of the Hermes 900 ena-bles frequent changes in ight proles, allowing visual identi-cation of targets, in addition to radar detection.

The UASs satellite communi-cation capability enables it to per-form missions at ranges up to 1,000nm (1,850km) from shore.

DEVELOPMENT ARIE EGOZI TEL AVIV

Maritime Hermes breaks cover

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Payload includes a maritime radar and other surveillance systems

ACQUISITION DOMINIC PERRY LONDON

Brazil adds to C295 eet as it enhances SAR capabilityNation also takes delivery of last of nine upgraded P-3 Orion anti-submarine warfare aircraft

Brazil has ordered three search and rescue-congured Air-bus Defence & Space C295s for the nations air force.

Deliveries of the twin-turbo-props will take place from the end of this year, the airframer says.

The new SAR aircraft will join an existing eet of 12 transport-congured C295s known as the C-105 Amazonas in Brazilian ser-vice taking the air forces total inventory of the type to 15.

We are very proud of this re-peat order, which demonstrates Brazils high level of condence in our light- and medium-aircraft family, as well as conrming the C295s demonstrated excellence in the SAR role, says Antonio

Rodrguez Barbern, head of commercial for military aircraft at Airbus Defence & Space.

More than 140 C295s have been ordered by 19 countries, the airframer adds.

Separately, Airbus Defence & Space has delivered the last of nine Lockheed P-3 Orion anti-submarine warfare (ASW) aircraft it has upgraded for the Brazilian air force.

The nal enhanced example was ferried from Airbus Defence & Spaces facility in Seville, Spain to the services base in Sal-vador de Baha, Brazil.

Acquired from the US Navy in 2006, the nine aircraft have been equipped with a suite of mission

sensors, communications sys-tems and cockpit avionics, along-side the Airbus Defence & Space Fully Integrated Tactical System.

In addition, work was carried out on the nine-strong eets air-frames and Rolls-Royce T56 powerplants, to prolong the P-3s operational life for many years to come.

Brazil will use the modernised aircraft to perform ASW, mari-time patrol, search and rescue and economic exclusion zone en-forcement missions.

Airbus Defence & Space has modernised a total of 12 P-3 Orions nine for the Brazilian air force and three for its Spanish equivalent.

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ENHANCEMENT DOMINIC PERRY LONDON

Upgraded Il-38N boosts Russian ASW capability

Follow more defence topics on our The DEW Line blog: ightglobal.com/dewline

The Brazilian air force already operates 12 of the twin-turboprop transports

SHOW REPORT


OSHKOSH 2014

Keep up with the latest news and read in-depth analysis from the business aviation sector: ightglobal.com/bizav

The Experimental Aircraft Associations annual AirVenture show in Oshkosh, Wisconsin is the biggest gathering of recreational pilots and aviation enthusiasts in the world. It is also a crucial showcase for innovation in light aviation often an incubator for technologies that find their way into the commercial sector. From start-ups to iconic brands, the week-long event is always well supported by manufacturers. Stephen Trimble was on hand to see what new ideas are gaining traction

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Returning to Oshkosh after a ve-year hiatus in grand style, Mooney Aviation revealed a back-log of 14 orders, the delivery of the rst aircraft off a restarted produc-tion line and disclosing plans to offer a diesel engine variant.

A US-based company with Chinese investors led by Jerry Chen a former aerodynamics professor at the University of Southern California acquired Mooney last October, resurrect-ing the Texas-based company after it was forced into its latest round of bankruptcy in late 2008.

Chens investors inherited an assembly line in Kerrville, Texas, with ve aircraft in various stages of assembly. The company has sold the rst aircraft an M20TN Acclaim Type S off the restarted line. Mooney expects to deliver about six aircraft through the end

of 2014, Chen says. Mooney was delivering eight aircraft per month shortly before declaring bankruptcy in 2008, and the new ownership may seek to match that level of production.

Three of the 14 sales logged so far have come from Mooneys Florida-based distributor, but Chen believes the real market is in China. Chinese buyers have purchased 10 Mooneys so far, Chen says, with the last sale coming from the auction of the rst aircraft.

For now, Mooney is building two models the Acclaim and the Ovation but signicant modications may be coming.

However, Mooney types are powered by avgas, which is increasingly difcult to obtain in several parts of the world, including Asia.

Mahindra Aerospace showed up at Oshkosh with a new brand for the GA8 and GA10 Airvan utility aircraft and new interest in nding a US-based assembly site.

The GA8 and GA10 were inher-ited by Mahindra after its acquisi-tion of Australias Gippsland Aer-onautics. The rm has since dropped the GA designation, re-branding the pair as the Airvan 8 and Airvan 10.

Mahindra has delivered nearly 300 Airvan 8s from a factory in Australia. As the Airvan 10 nears certication later this year, the rm is considering a new manu-facturing plan for the Airvan 8.

About 90% of Airvan 8s are made in the USA pre-assembled at a Mahindra facility in Seattle and then shipped to Australia for nal assembly so it would be possible to reduce costs by mov-ing production to the USA.

An engine ignition glitch spoiled the planned arrival of the Carter Aviation Technologies PAV-II prototype, but the slowed-rotor compound aircraft still ap-pears to be gaining momentum.

The PAV-II launched from a nearby airport, intending to land at Wittman Regional airport in Oshkosh on 29 July, but an engine ignition warning early in the ight caused the developmental types pilot to return to base.

Founder and designer Jay Cart-er also revealed plans for a tur-bine-powered version of the xed-wing auto-gyro, and disclosed ongoing discussions with a possi-ble foreign partner to license the technology for production.

The PAV-II is powered by a 350hp (261kW) turbocharged pis-ton Lycomings IO-540. The next step is to build a prototype pow-ered by the Honeywell TPE331-14 a 1,750shp turboprop.

MANUFACTURING

New Mooney puts money on ChinaReborn firm returns to Oshkosh for first time in five years after restarting production and looking to export market

An engine ignition glitch spoiled the types arrival at Oshkosh

The airframer has sold an M20TN from its rebooted assembly plant

AUTO-GYROS

Carter reveals plans for turbine-powered PAV-II

MANUFACTURING

Mahindra seeks US Airvan plant


OSHKOSH 2014SHOW REPORT

Icon reveals A5 production prototypeSHOW REPORT P22

With 100 low-lead avgas be-coming increasingly scarce in Europe and Asia, Cessna has added a new variant of its ubiqui-tous 172 with a diesel engine.

The Turbo Skyhawk JT-A joins the Cessna 182-derived Turbo Skylane JT-A as the companys answer to the avgas issue.

The Skylane JT-A powered by the four-cylinder Safran SMA SR305-230E diesel has been delayed by more than a year in certication testing, but is really close, says Joe Hepburn, Cess-nas senior vice-president of cus-tomer service.

For the smaller Skyhawk JT-A, Cessna selected the Continental CD-155 diesel engine, with a $65,000 option charge over the $370,000 price tag for an avgas-fueled Cessna 172, Hepburn adds.

The diesel engine produces more thrust at cruise altitude than a piston, raising the Skyhawk JT-As speed to 131kt (242km/h) 5kt more than a standard Skyhawk, Hepburn says.

The diesel also functions more efciently than a piston engine.

REGULATIONS

FAA study could open skies to wider LSA use

The US Federal Aviation Ad-ministration has requested a survey of light sport aircraft (LSA) employed for commercial services in foreign countries.

The request is a possible step towards expanding the sectors applications in the USA a decade after the regulated category was created, according to a LSA advocacy group.

The survey will inform FAA deliberations into allowing LSA to serve a variety of commercial services, including sightseeing tours, pipeline surveillance and crop spraying, says Dan Johnson, president and chairman of the board of the Light Aircraft Manu-facturers Association. [Such an approval] could happen in a year or two, Johnson adds.

The LSA category is currently restricted to just two commercial applications aircraft rentals and ight instruction. Expanding that denition would require a rule-making process, Johnson says. However, the average time it takes to complete a rulemaking is seven to 10 years. The FAA could fast-track such a rule for LSA due to concerns in another aviation sector unmanned air vehicles. One motivating factor is drones, Johnson says. It all depends on how motivated [FAA ofcials] are, and drones are giving them near-term motivation.

The FAA currently prohibits the commercial use of UAVs, al-though a few exceptions exist. The agency is required to launch a rulemaking process that would allow small UAVs some access to national airspace for commercial purposes, but its internal sched-ule continues to slip.

Cirrus Aircraft is continuing to test the ight characteristics of the rst production-conform-ing model of the single-engined SF-50 Vision jet.

The rst aircraft, known as C-0, achieved rst ight last March and entered Part 23 certication

testing shortly thereafter. The example will be followed by the end of the year with rst ights of C-1 dedicated to icing testing and C-2, Cirrus president and chief operating ofcer Pat Wad-dick says. The latter will y func-tional and reliability tests.

Cirrus plans to deliver the rst SF-50 to a customer around the end of 2015, Waddick says.

The type will enter the market as the only certicated, single-engined jet with a greater than 300kt (555km/h) cruise speed and a 28,000ft service ceiling.

Cirrus Aircraft puts Vision to the testDEVELOPMENT

The Continental CD-155 will power the Turbo Skyhawk JT-A

ENGINES

Cessna pitching diesel 172 for avgas-starved aviatorsNew variant aims to tackle increased scarcity of 100 low-lead fuel in Europe and Asia

Flying from point to point, the range of the diesel-powered ver-sion increases as much as 58%, Hepburn says.

Diesel-powered aircraft are not new to general aviation, but their signicance is growing due to widespread concerns about the toxicity levels of 100 low-lead avgas, and its increasing scarcity outside the USA.

Piper Aircraft, for example, in-tended to bring the diesel-pow-ered Archer DX to Oshkosh this year, but customer demand in Eu-rope forced the company to keep the prototype aircraft on its cur-rent sales tour overseas, according to president and chief executive Simon Caldecott. The Archer DX, powered by the Centurion 2.0S, is priced at $399,500 a roughly

$60,000 premium over the Archer LX, he adds.

Lycoming is not widely credit-ed as a diesel engine manufactur-er, but ofcials have touted the companys quiet inroads into the market over the past year. The manufacturer now has two diesel engines powering aircraft, says Michael Kraft, senior vice-presi-dent and general manager.

The Lycoming DEL-120 powers the US Armys General Atomics Aeronautical Systems MQ-1C Gray Eagle, while its EL-005 drives the Textron Systems Aerosonde Mk4.7G, he says.

Although both models are un-manned air vehicles, Lycoming designed the engines for use in the general aviation eet, pending customer interest, Kraft says.

The Turbo SkyhawkJT-A joins the Cessna 182-derived Turbo Skylane JT-A as the companys answer to the avgas issue

The FAA prohibits the commercial use of UAVs, although a few exceptions exist


OSHKOSH 2014SHOW REPORT

A start-up with links to the original Cirrus management team has launched a sporty new amphibian development project-ed dubbed the MVP.

Anticipating scrutiny associat-ed with a start-up aircraft manu-facturer, MVP Aero ofcials emphasise they are taking a fresh approach to the conventional model of developing, building and marketing a new aircraft.

Mike Van Staagen, MVP Aeros executive vice-president, is blunt-ly honest about the challenge of nding a market for the $189,000 light sport aircraft (LSA).

This is an expensive airplane, says Van Staagen,

designer of the Cirrus Vision jet. I cant afford it myself.

The key to making the pricing model work is offering buyers more value, he says. In general aviation, value is often dened as a function of utilisation and the costs of operation. So a $150,000 aircraft own 100h per year has a value of $1,500 per ight hour, Van Staagen says.

MVPs objective is to design the aircraft to increase utilisation by a factor of two or three, perhaps driving the hourly value of the product to $500, Van Staagen says.

The design of the MVP is certainly different, even for an

amphibian. The canopy opens and raises aft behind the fuselage, revealing a at foredeck ahead of the instrument panel. Both seats in the cockpit can be removed and installed on a lightweight pedestal on the foredeck, creating a platform not unlike a bass shing boat.

Catwalks extend around the fuselage from the nose to the tail. The hull is designed to manage up to 200kg (440lb) in body weight without listing, allowing the pilot and a passenger to be on the same side of the vessel.

The length of the tail boom was partly based on a require-ment to accommodate a ham-

mock connect from the vertical stabiliser to the pusher engine.

MVP Aero also is seeking to d

flight international - august 5 2014 uk

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