flight international 23-29 june 2015

7/23/2019 Flight International 23-29 June 2015

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FLIGHTINTERNATIONAL

MOM AND ON

Boeing and Airbus tradeblows over replacementneed for 757 in middleof market segment 16

DEALS APLENTY

Commercial successes,and the trends behindthem, as detailed in ourexclusive order tracker 9

FLYING AHEAD

THIRTY PAGES OF

THE BIG MOMENTS

AND BEST IMAGES

SHOW REPORT P8

23-29 JUNE 2015

PARIS REPORT

IS C-INGBELIEVING?Swiss role for CSeries at Le Bourget, butBombardier struggles to add customers

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

2 6

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23-29 June 2015 |Flight International|3flightglobal.com

FLIGHTINTERNATIONAL

23-29 JUNE 2015VOLUME 187 NUMBER 5494

FLIGHTINTERNATIONAL

MOMANDON

BoeingandAirbustradeblowsoverreplacementneedfor757 inmiddleofmarketsegment16

DEALSAPLENTY

Commercialsuccesses,andthetrends behindthem,asdetailedin ourexclusiveordertracker9

FLYINGAHEAD

THIRTYPAGESOF

THEBIGMOMENTSANDBESTIMAGES

SHOWREPORTP8

23-29JUNE2015

PARISREPORT

IS C-INGBELIEVING?SwissroleforCSeriesatLe Bourget,butBombardierstrugglestoaddcustomers

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

2 6

3.50

FIN_ 0 6 5 _ 0 .i n d d 8 /0 6 /0 5 0 :

BillyPix

COVER IMAGE

They may have secured no

new orders at Paris, but

Bombardiers CSeries jets

were a static park draw.

The Swiss-liveried CS100is our cover star P13

BEHIND THE HEADLINESThe Flightglobal news teamwas at Le Bourget to bringyou unrivalled print, digitaland video coverage of the2015 Paris air show

NEXT WEEK ENVIRONMENTAs regulators look closely atthe emissions produced byaviation, we examine how thesector is planning to clean up Bil

lyPix

New name gives Wolverine more bite P42. Export deal for JF-17 struck with unnamed Asian nationP19

DominicPerry/Flightglobal

Boeing mulls middle of the market concept P16

COVER STORY12

CSeries: More to comeAirframer hints at furtherpackage of improvements after revealing types

brochure-beating performance statistics

FEATURES44 Buoyant Le BourgetWhile the daily flying display

lacked the volume of previous Paris shows, thequality of hardware still caught the eye

46 Static fantasticLe Bourget gave visitors theopportunity to pause beside a wide range ofvisiting aircraft, from the cutting-edge of currenttechnology to classic types

48 We showed youWhether you were at the Parisair show or following the airborne action from afar,Flightglobal had it covered

REGULARS7 Comment

51 Straight & Level

53 Letters

56 Classified

59 Jobs

63 Working Week

NEWS

PARIS 2015: SHOW REPORT

8 Final hours Wizz buy for Toulouse

9 Launch confirms the only way is X6

10 Paris order bonanza pips Farnborough

16 Boeing mulls middle of the market concept fornew jet

18 GTF eyed by Turkish regional jet firm

19 Export deal for JF-17 struck with unnamed Asia nation.Positive tales put Scorpion under order spotlight

20 NH Industries seeking new orders as backlogstablilises.Boeing looks to fill empty Chinook production slots

22 Reborn A320 P2F scheme adopts pragmaticstrategy

24 French faith lifts weight from Atlas.Antonov quietly details new transport

26 F-35 ramping up as milestone nears

27 Airbuss motoring mindset for E-Fan

28 ATRs enhancements spur order glut.Bombardier renews regional efforts

30 Mitsubishi builds decimal place for MRJ production.More commitments come despite delay to C919

31 Superjet lessor out to break China

33 Partners wait on German UAV tender.Honeywell wants Global Hawk for avoidance trials

36 UTC takes steps for Sikorsky divorce.Airbus Helicopters lifted by debut as H160 flighttests get off the ground

37 L-39NG upgrade has takers amid prototypepreparation.Mali strengthens with Super Tucano

39 Net Ray on display as Portugal testing continues.Shadow M2 put through paces for France UAV bid

40 Boeing grows BBJ range with launch of Max 9 variant.Ex-demo Dassault for Chinese medevac missions

41 Metal Master starts family planning after Flaris is ahit

42 Thrush comes back with a vengeance as Archangel.New name gives Wolverine more bite

43 Dordain legacy a bigger, stronger ESA

BillyPix

RexFeatures


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flightglobal.com4 |Flight International|23-29 June 2015

CONTENTS

QUESTION OF THE WEEK

flightglobal.com/flight-international

Vote at flightglobal.com

Flightglobals premium news and data service delivers breaking air transport stories with

profiles, schedules, and fleet, financial and traffic information flightglobal.com/dashboard

THE WEEK IN NUMBERS

Morethan 30

One to 30

Last week, we asked: How many firm orderswill the CSeries gain at Paris:You said:

This week, we ask: As it spars with Airbusover 757 replacement, will Boeing

Launch MOM product Wait for demand to rise Park the concept

46%

36%None

18%

Airbus Group

The number of girls Airbus welcomed to its Paris air show

static display as part of a gender balance initiative

150

Dunlop Aircraft Tyres

Value of Dunlops three-year deal to support Garudas fleet

of 15 Bombardier CRJ1000 NextGen regional jets

$3m

SITA IT trends survey

The vast majority of airlines surveyed expect the internet

of things to deliver clear benefits in the next three years

86%

BillyPix

IMAGE OFTHE WEEKDuring the Paris air showat Le Bourget, Boeingdisplayed this 777-300ERin the colours of TaiwansChina Airlines. The carrieroperates five 777-300ERsas part of its 79-strongfleet and has orders foranother five of the type,Flightglobals AscendFleets database shows

View more great aviationshots online and in ourweekly tablet edition:

ownload The Engine Directory.

ightglobal.com/ComEngDirectory

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COMMENT


See Show Report P22

Since Airbus handed over the last A300-600F in2007 its freighter strategy has been far more miss

than hit.It scrubbed its high-profile A380F programme in the

same year, effectively handing a lifeline to Boeings 747 a strategic decision which chief salesman JohnLeahy, at this years Paris air show, admitted healways regretted.

Airbus turned to the A330 as a new-build freighterplatform but, with sales of barely 40 aircraft in eightyears, and a shift in the cargo market away from dedi-cated freighters, the type has not replicated the runa-

way success of its passenger sister. The subsequentfailed venture with Russia to develop an A320 conver-

sion programme appeared to cap off Airbuss miserablerun in the cargo game.

But down isnt quite out, and Airbus is regroupingunder a different battle flag by handing leadership toST Aerospace.

That the strategy includes surrendering majorityownership of EFW underlines the significance of thechange of tack one which will give Airbus the chanceto offer a family of freighters, from the A320 to theA330-300, with fewer burdens on its resources.

If Airbuss freighter efforts have been off-target, theST partnership might just provide the steady hand nec-

essary to improve its aim.

Cargo converts

It was supposed to be the industrialisation air showat Le Bourget this year.For the first time since 2009, neither Airbus or Boe-

ing came to Paris with a new product launch either im-minent or scheduled for the show. Meanwhile, sold-out backlogs and lower fuel prices should haveconstrained the usual flurry of order announcements.The message everywhere was on the challenge of actu-ally producing all of the aircraft and new modelslaunched and ordered over the past five years.

But if that was the script, there was a lot of improvis-

ing going on.The pace and number of order announcements came

more slowly, but still built steadily over the week.Other surprises came in more subtle ways such as

an absence of activity. Bombardier gained a wealth ofdeservedly good publicity with the debut of the CS100and the graceful flying display of the CS300, but failedto attract any new orders.

A completely revamped commercial aircraft execu-tive and sales team have had only weeks on the job toprepare, but they need to move quickly. Bombardierneeds to sell 57 aircraft within the next six months tomeet its 300-order goal at entry into service.

By the end of the week, it became clear that Boeingspursuit of a middle of the market concept within abouta decade is no smokescreen, despite barbed commentsfrom Toulouse. Whether Boeings new product devel-opment team develop a robust business case is still

open to question, but something must be done to re-spond to Airbuss potentially dominating A321neo LRand A330-800neo.

In that sense, the air show served Boeings interestsquite well. After both flooding suppliers with work andsqueezing on price, it may need their financial andtechnical support if a new product is launched.

Engine companies undoubtedly would have thehardest decision to make. The crop of new derivativesin development by Airbus and Boeing mostly preserve

the original airframe, with new winglets and compositewings added in some cases. But the engine manufac-turers have the task of developing several all-new en-gines for the derivative models, while meeting thesame ramp-up commitments shared by Airbus andBoeing for both clean-sheet and existing aircraft.

Not surprisingly, the executives of engine manufac-turers are less enthusiastic about taking on any morework until they can prove they can deliver on promisesalready made.See Show Report P8

BillyPix

Presence, but no gift-wrapped orders

Engine makers are not keen

to take on more work until they

can deliver current promises

This years Paris air show was supposed to be a departure from the order frenzies seen in

previous editions, but while the numbers were lower, the surprises still came thick and fast

Same again?

To access more coverage from

the Paris air show, visit our

dedicated landing page:

flightglobal.com/paris


8/64

SHOWREPORT


Missed the Paris air show? Catch up with

the latest news and information by visiting:

flightglobal.com/paris

Dassault could increase its pro-

duction rate for the Rafalefighter if a proposed 36-unit pur-chase by India is confirmed, andremains optimistic about theprospects of eventually sellingmany more to the nation.

Asked how Dassault can satis-fy the Indian government andmeet its demands, chief execu-tive Eric Trappier says: We havebeen there for 50 years and arenot very good at appeasing them.We are still trying.

Trappier says the companys

Make in India plans are still ac-tive and that it has leadership of

the supply chain for manufactur-

ing to be carried out in India.But I am cautious. Indias needis much greater than the 36. 120is more like it.

Dassault currently produces acombined 11 Rafales per year for

the French air force and navy.

The first three of 24 aircraft re-cently ordered by Egypt will bedelivered this year. With Qataralso having confirmed an orderfor 24, the production line willswitch from completing aircraftfor the French defence forces andwill instead produce for the twoMiddle Eastern nations.

Dassault is still heavily in-volved in the fighter contest inKuwait and still has hopes for theUnited Arab Emirates, he says.

Also at the show, Sagem an-

nounced its receipt of an order toequip Egypts fighters with its

AASM Hammer air-to-surface

weapon. Deliveries of the morethan 32nm-range (60km) designwill commence next year, it says.

Meanwhile, Trappier highlight-ed the UKs current lack of a mari-time patrol aircraft capability.

The British will want to rein-troduce the patrols and my per-sonal view is they will buy Amer-ican. They have done that beforeand made mistakes. Look at theselection of the [LockheedMartin] F-35 for the aircraft carri-ers. They should have bought Ra-

fale. I hope they will look at theother options, he says.

While some familiar names such as BAE Systems andFinmeccanica were absent from the chalet rows at theParis air show, a steady flow of commercial orders meant

there was still much to enjoy as the aerospace industrymassed in Le Bourget. Clear skies aided the modestnumber of participants in the daily flying display, includingBombardiers debutante CS300, which impressed visitorsbut failed to secure fresh orders. New project launcheswere few, but notable in the case of Airbus Helicopters X6.Our global reporting team was out in force to cover everyangle of the sectors must-attend event of the year

PARIS 2015

Airbus saved its biggest dealuntil the last business day of

the show, announcing that centralEuropean budget carrier Wizz Airhas tentatively agreed to take 110A321neos in a high-density, 239-

seat Cabin Flex configuration.Airbus says the aircraft, fitted

with 18in seats, would be deliv-ered between 2019 and 2024.

The memorandum of under-standing also covers 90 purchaserights. Flightglobals Ascend Fleets

database shows that Wizz operates61 current generation A320ceos andhas another 23 plus 27 A321ceos on order. It is preparing to receive thelatter of these from later this year,with a layout of 230 seats.

The airlines A321neo deal isthe biggest single order to date forthe variant and pushes A320neo-family orders and commitmentsbeyond 4,000, Airbus indicates.

Hungarian-based Wizz oper-ates 380 routes from 22 sites.

ting to a cabin reconfiguration.Varadi says that the airline is ex-amining several options, includ-ing 186-seat, 188-seat and 189-seat layouts.

It has yet to select an engine

type for the A321neos, whichwill begin arriving in 2019, butsays the decision will be madeover the next year or so, follow-ing a market contest between theCFM International Leap-1A andPratt & Whitney PW1100G.

ORDER

Final hours Wizzbuy for ToulouseAirbus bags its biggest deal on last day of show as low-costairline agrees to take 110 A321neos in high-density format

Meanwhile, the carrier is stillexamining whether there is acase to increase the seat densityin its A320s.

Chief executive Jozsef Varadisays the carrier hasnt made a

decision on whether to take thestep, following the developmentof higher-density options.

Keep in mind that we leaseour current fleet, he says, add-ing that the airline is looking atthe business case for commit-

Indian deal key to Dassaults Rafale rate ramp-upPRODUCTION

AirbusThe carrier has yet to select an engine type for its twinjets

Qatar has ordered 24 fighters

Billy

Pix


9/64


PARIS 2015SHOW REPORT

Airbus Helicopters has an-nounced further renewal of

its product line with the launchat Paris of a two-year concept de-velopment phase for a new heavyhelicopter provisionally calledthe X6.

Destined to ultimately replacethe 11t-class H225, the new rotor-craft will seat 19 passengers and

feature next-generation enginesand fly-by-wire controls. Imagesdisplayed at the air show indicatean aircraft with five-bladed mainand tail rotors.

Service entry is provisionallyanticipated in the 2022-2023timeframe, says the airframerschief executive Guillaume Faury,and it will set the standard forthe heavy segment when it reach-es the market.

The airframer intends to workwith a customer advisory panel

to ensure the configuration of theX6 is designed by customers, forcustomers, says Faury, but theexact positioning of the heli-copter will be the outcome ofthe concept phase.

It will be pitched initially at

the oil and gas, search and res-cue and commercial transportmarkets, but a military variantwill subsequently be developed,says Faury.

Customers are increasinglydemanding aircraft that can flyfurther and are safer and morecapable, he says, and the X6 willmatch those levels ofexpectation.

No engine has yet been select-ed, but several manufacturers aredeveloping new high-power tur-

boshafts for future programmeswhich will be considered during

the concept phase. Turbomeca is

already working on its 3,000shp(2,240kW) Tech 3000 demonstra-tor, with a first engine run duelater this year.

One feature that has been de-cided on is a fly-by-wire controlsystem a first on an Airbus Heli-copters civil model. This was se-lected after an 18-month study,looking at the experience of simi-lar equipment on the NH Indus-tries NH90 military type and Air-bus fixed-wing aircraft.

We came to the conclusion

that fly-by-wire controls makesense for a heavy helicopter for

the future as it helps to drive

capability and safety, saysFaury.

It will also evaluate differentmaterials for the X6, says Faury,and it is not unlikely that it willhave a significant amount of[composite] in the airframe. Hedid, however, rule out the use ofan electric tail rotor, citing powerand reliability requirements. Itis not a realistic option at thistime, he says.

Production of the X6 is likelyto be in parallel with the H225,

which will continue at least forthe next decade and a half.

BillyPix

ROTORCRAFT

Launch confirms the only way is X6New fly-by-wire heavy rotorcraft to arrive next decade will eventually replace the Airbus Helicopters H225 Super Puma

We came to the

conclusion that

fly-by-wire controls

make sense for a

heavy helicopterGUILLAUME FAURYChief executive, Airbus Helicopters

Chief executive Guillaume Faury says the X6 will be designed by customers, for customers.

BillyPix


10/64



531

371

902

294

476

770

55

77

132

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network and fleet information sign up at:

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Airbuss big final-day deal withWizz Air, combined with

Boeing adding orders for 17737-800s and four 737-900ERsfor unidentified customers, tooktotal order commitments duringthe air show both firm and ten-tative to 1,017.

Despite pre-Paris suggestionsthat there would be less businessannounced during the show, thetotal is 11 more orders than thenumber announced at the Farn-borough air show last year. Themanufacturers also secured 206options during Paris two morethan at Farnborough.

Flightglobals Ascend consul-tancy equates this to over $69 bil-lion in business.

The Wizz deal pushed Airbusahead during the week for orders

and options although Boeingmaintains it does not play the airshow numbers game having se-cured 421 commitments and 110tentative deals. Boeing disclosed371 orders during Le Bourget, ofwhich 40 were options.

HOLDING SWAY

Airbus held sway with aroundtwo-thirds of the narrowbodydeals, while Boeing took 77widebody commitments to 55from Airbus over the week.

Garuda Indonesia contributedfirm orders for both, signing let-

TRACKER

Paris order bonanza pips FarnboroughDespite repeated predictions of slow going, Le Bourget commitments top 1,017 11 more than last years UK air show

ters of intent to order 30 787-9sand 30 A350s it is also takingup to 30 737 Max 8s. Likewise,Taiwanese carrier Eva Air addedlong-haul aircraft from both air-framers, with preliminary dealsfor five 777 Freighters and fouradditional A330s.

Boeings widebody businessincluded Volga-Dneprs tentativedeal to acquire another 20 747-8Freighters for its AirBridge Cargodivision a vital boost for theflagging programme.

The US manufacturer also dis-closed a follow-up order fromEthiopian Airlines for six 787s,previously attributed to an uni-dentified customer. Ethiopian isto take the six remaining early-

build Rolls-Royce Trent 1000-en-gined 787-8s, occasionally re-ferred to as the terrible teens.Ethiopian already operates 13787-8s powered by General Elec-tric GEnx-1B engines.

MORE FOR LESSORS

Qatar Airways was active again,placing follow-on orders for 10777-8Xs and four 777 Freighters.Korean Air also ordered a pair of777-300ERs.

Air Lease added a further Air-bus A350-900 the only lessorcommitment for widebodies dur-ing the show. However, leasefirms were again active players, ifat lower levels than at Farnbor-ough, where they signed for 576

26%

15%

14%8%

8%

29%

Hungary

Indonesia

South Korea

South Korea

Brazil

China

aircraft. At Paris they committedto 369 aircraft, predominantlycovering Airbus and Boeing nar-rowbodies.

AerCap signed for 100 Max 8s,having ordered A320neos atFarnborough. Another lessorwhich had ordered heavily at

Farnborough, SMBC AviationCapital, came back for more, add-ing a further 10 Max 8s to the 80it already had on order, andGECAS ordered another 60A320neo jets.

Asia was comfortably the mostactive region, accounting for halfthe airline orders during theshow. Chinese carrier Ruili Air-lines committed to 30 Max jetswith financial support from AVICInternational Leasing.

Korean Air placed matching

deals for 30 Max 8s and 30A321neos, taking options on afurther 20 of both.

Indonesian carrier Sriwijaya Airemerged as the customer behind atwo-unit unattributed 737-900ERorder already on the airframersbooks. VietJet Air took six moreA321s, while Peach signed forthree A320s the Japanese budg-et carriers first directly pur-chased aircraft.

Airbus also said an undis-closed Asian carrier has signed a

memorandum of understandingfor 60 A320neos.

Airbus Boeing

LEADING OPERATOR COUNTRIES

AIRBUS V BOEING

Total orders NarrowbodiesWidebodies

Flightglobal Ascend

Flightglobal Ascend


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Missed the Paris air show? Catch up with

the latest news on our dedicated page:

flightglobal.com/Paris

Flight testing of the Bombardier

CSeries is entering the final phase,

with around two-thirds of the pro-

gramme now completed. The

Canadian manufacturer will run a

conservative CSeries service-readi-

ness schedule comprising 600 flight

hours ahead of the CS100s debutwith launch operator Swiss

International Air Lines in mid-2016.

Robert Dewar, CSeries vice-presi-

dent at Bombardiers commercial

aircraft division, says that over 70%

of the CS100s certification test pro-

gramme is completed. Its all on

track, he says.

There are currently five CS100s

and a single CS300 in the flight-test

programme. The former have com-

pleted over 1,700 flight hours, while

the latter has flown 150h.

The CS100 has completed over

65% of the planned flying hours,

says Bombardier. A sixth example

will join the programme in October,

equipped with a furnished cabin and

a light level of instrumentation. This

will be the first production airframe

and tasked with the function and

reliability (F&R) test programme

ahead of service entry next summer.

Weve successfully completed all

the significant deterministic and

higher-risk tests, says Dewar.

Testing of the CSeriess fly-by-wire

flight controls is progressing well,

with evaluation of the system in di-

rect mode now completed. Weve

done about 80% of the normal-mode

tests. We have about another six

weeks of validation tests to com-

plete, he says. In the test pro-

gramme we do software upgrades,

and were now loading the actual EIS

software that will be delivered.

Bombardier expects the CS100

to be certificated by year-end, with

the CS300 following approximately

six months later.The CS100 is set to make its

service debut with launch operator

Swiss around six months after certi-

fication, but the interval for the

CS300 should be shorter, says

Dewar. There will be less work to do

for example, it will not need to oper-

ate the same amount of F&R. The

time between certification and EIS

will be determined by the CS300

launch operator. This was confirmed

at the show as being Air Baltic.

Dewar says the F&R programme

will begin with Bombardier and then

transition into operations evaluation

Bombardier is aiming to buildon the better than brochure

CSeries performance disclosed atthe show by delivering a further4% gain in 2018 through a pack-age of improvements currently indevelopment.

With the CS100 and CS300making their air show debuts atParis, Bombardier confirms that,thanks to lower airframe drag, theCSeries has exceeded brochurepromises in terms of fuel burn.This has resulted in a 350nm(650km) increase in range for thelarger CS300 variant and a250nm improvement for theCS100. The improvements deliv-er a range of up to 3,300nm.

Fuel burn is already 1% bet-ter than brochure, and theres

more to come, says RobertDewar, CSeries vice-president at

provements that we dont want toshare, he adds. The objectiveis for most or all the package to beretrofitable, adds Dewar. It willbe a big percentage.

With regards to the initial air-craft being ahead of targets,

Dewar says the manufactureroriginally took a conservativeapproach to its CSeries perfor-mance claims, as there was a lotof technology risk at the

beginning of the developmentprogramme.

ANALYSIS

Bombardier saysmore to come onCSeries fuel burnAirframer hints at further package of improvements afterrevealing types brochure-beating performance metrics

Bombardiers commercial aircraftdivision. We have the opportu-nities to increase by another 4%through a combination of the en-gine and the aerodynamic air-frame side.

Dewar tellsFlight Internation-

al that the upgrade package isstill being planned and Bombar-dier needs to complete a mini-conceptual design phase withsuppliers before committing tothe exact gains it will deliver.

HALF AND HALF

The improvements will comeroughly half/half between theengine and the airframe a littlebit more on the aircraft side,Dewar says.

Its kinda normal things aero

clean-up, bigger winglets andsome other performance im-

EVALUATION

Development programme on track as certification testing passes 70% mark

Dewar: twinjet will be

put through 300h of

route-proving trialsBillyPix


13/64



Swiss consideringCSeries fleet mixSHOW REPORT P14

CSERIES FLIGHT-TEST FLEET STATUS

CS100 CS300

MSN 5001 5002 5003 5004 5005 Total 5501 Grand total

Flights 157 131 99 116 20 523 46 569

Hours 492 443 333 386 69 1,723 146 1,869

Tasks Flutter, handling,fly-by-wire

Powerplant,systems

Avionics,electrical

Performance Cabin Flutter, handling,systems

NOTES: Second CS300 MSN 5502 to fly performance and cabin tests. Data correct as of 13 June 2015. SOURCE: Bombardier

testing in the first quarter of 2016.

Swiss will participate along with the

three certificating authorities

Transport Canada, the US Federal

Aviation Administration and the

European Aviation Safety Agency.

For F&R were flying 150h, and

another 150h on the ops eval, says

Dewar. And weve decided to do

another 300h of route-proving andmaturing the aircraft so that any

learnings, we get ourselves [ahead

of entry into service].

The F&R programme will initially

be flown from Bombardiers Mirabel

plant in Montreal and will then move

to Europe in order to incorporate

route-proving efforts. Some route-

proving will be flown with Swiss so

we can shake it down with them,

adds Dewar.

Meanwhile, Bombardier will begin

CSeries ETOPS approval flights after

the F&R and operations evaluation

programme is completed in the first

quarter of 2016.

Were certifying at 90min ETOPS

out of the box, and 120min one year

after EIS, so we can build on matu-rity on the engines, the aircraft, etc,

he says. And the operator has

some work to do also to get their

own certification from an operational

point of view.

He points to its all-new design,carbonfibre wing and unprovenPW1500G geared turbofan en-gines from Pratt & Whitney.

Its a combination of structur-

al performance we have lots ofavailable fuel volume available in

the wing and lower drag, saysDewar. The engine is on specand the aircraft has around 1%lower drag.

Dewar declines to reveal the

CSeries empty weight, butdescribes the developmental

aircrafts weight as being ingood numbers.

He attributes the CS300s great-er range gain to the fact that itsdevelopment followed the

CS100, so there was some learn-ing in there we could use.

Weve successfully

completed all

the significant

deterministic and

higher-risk testsROBERT DEWARCSeries vice-president, Bombardier

Bombardier continues to con-sider developing a third, larg-

er member of the CSeries

family, though the Canadian

manufacturers prime focus

remains certification of the

CS100 and CS300 variants.

In a presentation at the

show, Bombardier disclosed

that the CSeries had

growth potential from

2020 and beyond. Colin

Bole, newly-appointed senior

vice-president of sales and

asset management at itscommercial aircraft division,

confirms that the company

is examining ways to devel-

op the family.

[A larger variant] is

something we will continue

to discuss, [and] when the

time is right, we will consider

the next opportunities, he

says. We are always looking

at opportunities to develop

the family.

Boles comments came

shortly after the Wall StreetJournalreported that

Bombardier had re-registered

the trademark CS500, which

would presumably be the

designation of a larger

variant. But while such a

model could eventually be on

the cards, Bole says

Bombardier must first com-

plete flight testing of its

CS100 and CS300, and en-

sure that those aircraft enter

service smoothly.

With CSeries firm ordersstanding at 243, Bombardier

has not yet reached a goal of

300 by service-entry, which is

due in the middle of 2016.

We are focused right

now on the development,

certification and entry into

service of the CS100 and

CS300, and that is taking a

significant amount of our

time, Bole says. We want

to make sure that is suc-

cessful and that we have a

proven platform.

Larger variantpossible whentime is right

The CS300

performed daily

flying displays

at Le Bourget

BillyPix


14/64






as business class.We will have a flexible curtain

[to denote the premium cabin]with the next seat empty so everybusiness-class passenger is next toa free seat, says Hohmeister.

As it begins its CSeries readi-ness after disclosing that it hadagreed to become launch opera-tor earlier this year, the airlineconducted an initial pilot-famil-iarisation programme at the man-ufacturers facility in Montrealduring May with 12 pilots. Theactivity also included mainte-nance and operational staff.

The project comprised simula-tor flights and familiarisationwith CSeries systems in class-room-based training and on testaircraft in the production facility.

This has enabled Swiss to devel-op its own training programme at itsZurich base and design operatingmanuals for the twinjet. Aside froma full-flight simulator, the airlinewill employ a cabin-emergencytraining device at its base.

With certification of the CS100targeted by year-end, Swiss aims

to introduce the twinjet in mid-2016, says Hohmeister.

As CSeries CS100 launch oper-ator Swiss International AirLines prepares to introduce theBombardier twinjet in mid-2016,it has adapted its order to include10 of the larger CS300 variant.

The original 30-unit purchaseagreement for 30 CS100s plus 30options, signed by Swiss parentLufthansa, was disclosed in 2009following an initial commitmentwhen Bombardier launched theprogramme at the Farnboroughair show in July 2008.

Bombardier showcased its fifthflight-test aircraft in Swiss liveryat the show, ahead of a two-dayvisit to the airlines Zurich baseon 17 and 18 June.

The Swiss carrier will nowtake at least 10 of the orders as theCS300, with deliveries to begin in2017, chief executive HarryHohmeister disclosed at theshow. This will come after the de-livery of an initial 10 CS100sfrom the first half of next year.For the remaining 10 aircraft to

be delivered in 2018 Swiss isevaluating a mix of CS100s andCS300s, Hohmeister says.

With both versions of thenew CSeries family of aircraft inour ranks, we can be highly flex-

ible in tailoring capacity to de-mand on our European routes,

says Hohmeister.He indicates that there are no

plans currently to firm up Luf-thansa groups 30 options. Wewill stay with 30 confirmed or-ders, he says.

With initial Swiss deliveriesdue to start next year, the carrier

has disclosed that its CS100s willbe equipped with a 125-seat inte-rior with 25 rows of slimline, ZimFlugsitz-designed seats at 30in(76cm) pitch, five-abreast. How-ever, part of the cabin will be sold

AIRLINE

Swiss considering CSeries fleet mixLaunch operator to initially take equal number of both variants, but is still undecided on remaining 10 firm orders

MARKETS

Bombardier sees lessors as key to unlock Chinas potential

Bombardier sees Chinese lessors as

a good entry point into the nations

booming market, where the firm has

so far found limited success.Colin Bole, senior vice-president of

sales and asset management at

Bombardiers commercial aircraft

division, tells Flight International that

the airframer is in discussions with

various Chinese lessors, including

BOC Aviation, on the CSeries, and

that there has been genuine interest.

Chinese lessors have natural

advantages in terms of leasing to

China on withholding tax and using

the free-trade-zone opportunities,

he says. Chinese domestic lessors

have an advantage over non-Chi-

nese lessors.

Thats just talking about econom-

ics. Obviously there are synergies,

relationships between Chinese air-

lines and lessors which cannot beunderestimated.

Bole says Bombardier is aiming to

capture half of the demand on new

aircraft in the 60- to 150-seat seg-

ment globally. In its 20-year market

forecast, the firm predicts China will

be the second-largest driver for de-

mand for new aircraft in both the 60-

100 and 100-150 seat segments.

China having its own aircraft manu-

facturer, however, impacts how much

of the market Bombardier will be able

to capture with its range of products,

says Bole. Bombardier also sees a

need for more education on the po-

tential of turboprops in China, and to

promote large variants.

The Dash 8 Q400 can bring im-

provements in terms of efficiency andability to develop those regional air-

ports, particularly in western China.

We need to work on it, and its not

going to happen overnight, he adds.

Asked about the possibility of

setting up a local production line,

The Canadian airframer says a large

amount of manufacturing for the

Q400 and CSeries is already being

done in China.

I would say, to be very success-

ful in China, co-operation is key... but

does it necessarily mean setting up

a production line? Im not sure,

says Bole.

Bombardier

Bombardiers CS100 made its Paris debut before departing for an event in Zurich, Switzerland


15/64

1,100+ E-JETS.

70 AIRLINES.50 COUNTRIES.

The E-Jets E2 program has moved from concept to reality. Were far beyond the milestone of

first-metal being cut, and are now busy assembling the first E2 prototype for first flight next

year. The entire E2 family is on schedule, on target, and on the way to affirming its position as

the worlds most preferred family of jets up to 130 seats. Our vision remains clear. And it is

taking shape today.

Our visionis taking shape.

E-JETS


16/64



Read our analysis of the commercial

engine market. Sign in or register at:

flightglobal.com/propulsion

Boeings corporate ban on moon-

shot commercial projects still

leaves plenty of space for its aircraft

designers to innovate but not too

much.

That seemed to be the Paris air

show theme delivered by Mike

Sinnett, Boeings vice-president of

product development, as the air-

framer publicly muses over plans for

a new middle of the market air-

craft concept.

In May 2014, Boeing chief execu-

tive Jim McNerney famously banned

the commercial aircraft division from

pursuing moonshot projects like

the 787, a clean-sheet aircraft de-

sign that entered service 3.5 years

late and billions in the red.

But that does not mean the man-

ufacturer has lost its appetite for

launching all-new aircraft, Sinnett

says. Indeed, Sinnett displayed a

concept for a roughly 737-sized

truss-braced wing aircraft. Such a

design enables a step change in

aerodynamic efficiency. The 787

entered service with a wing aspect

ratio of 11, a record for a modern

airliner. A truss-braced wing can pro-

vide an aspect ratio of 15 or 16,

Sinnett says.

Just because an airplane is a

different configuration, that doesnt

necessarily make it a moonshot,

Sinnett says.

Its innovative, but its not nec-

essarily technologically risky.

That does not mean Boeing plans

to start developing a truss-braced

wing as the manufacturers next air-

craft-development project. When I

look at all the competing require-

ments right now, its not clear to me

that any configuration besides the

typical configuration that we all know

and love would meet the

combination of requirements from

the customers over the near term,

he says.

But the new development project

also cannot resemble what made

the 787 development strategy

qualify for McNerneys moonshot

putdown.

When I think of what made the

787 a moonshot, it was like this:

we were going for everything as

Having convinced itself thegap between the 737 Max

and the 787-8 is wide enough toone day launch a challenging,multi-billion dollar developmentprogramme, Boeing comman-deered the global stage at theshow partly in an effort to per-suade everyone else.

A nearly year-long canvas ofpotential customers produced a

set of basic characteristics for thenew aircraft. According to Boe-ing, the consensus view is for anaircraft with 20% more seats andrange than a 757-200, whichcombines the seat-mile costs ofthe 737 Max yet still offers great-er comfort in the passengercabin.

If looked upon as a replace-ment for all models of the 757and the 767-200, Boeings inter-nal analysis suggests such amiddle of the market aircraft

concept, or MOM, should out-sell both of them combined.

The growth of overall passen-ger traffic should add to the totalof nearly 1,200 sales achieved byboth programmes, according toan industry source familiar withBoeings analysis.

Its a relatively nice-sizedmarket, says Ray Conner, chiefexecutive and president of Boe-ing Commercial Aircraft. Nowits a matter of going back anddoing your homework and seeingif you can actually do that.

That step translating a mar-ket survey into a real businesscase involves several complica-tions. If Boeing ever launches adevelopment programme, it willneed to sell it to customers. Butfirst the company needs to sell itto a supply chain that likely willbe invited to invest billions ofdollars in risk-sharing deals tohelp develop the new aircraft.

Boeing also must overcome anew campaign by Airbus aimedat raising doubts about the needand feasibility of such a project.

Some would say that Boeingsannouncements are timed to de-flect the questions being askedabout the competitiveness of theircurrent products, Airbus says.

CAPABILITY SPACE

The capability space between the737 Max 9 and the 787-8 is al-ready occupied by two Airbus

types the re-engined A321neoLR and the A330neo.

Combined they dont leavemuch of a market between themin which to place a new product,and who would invest severalbillions to fill a market that mighthardly exist? asks Airbus.

The only 757 on

display at Paris

was Honeywells

flying testbed

OUTLOOK

Boeing mulls middle of themarket concept for new jetAirbus snubs sector that might hardly exist as rival details research into potential aircraft

Conner acknowledges that nodecisions have yet been made,but the companys interests in

pursuing the MOM concept aresincere. We havent said we aregoing to do it. But we know thereis a marketplace there. Now its amatter of executing, he says.

For Boeing, the industrysthree major engine manufactur-ers are the most critical audience

DEVELOPMENT

Designers still have room to manoeuvre despite ban on moonshot projects

We havent said we

are going to do it. But

we know there is a

marketplace thereRAY CONNERCEO, Boeing Commercial Aircraft

Just because an

airplane is a different

configuration, that

doesnt necessarily

make it a moonshotMIKE SINNETTVP product development, Boeing

BillyPix


17/64



GTF eyed by Turkishregional jet firmSHOW REPORT P18

to persuade. While a selectioncould mean billions of dollars ofsales on a new programme that

could last decades in production,it comes with a hefty upfront de-velopment bill to certificate anew engine.

Reusing an off-the-shelf enginewill not be possible. GE Aviationchief executive David Joyce sayssuch an aircraft would need a

new engine with a rating between40,000lb-thrust (178kN) and50,000lb-thrust, which his coun-

terpart at Pratt & Whitney, PaulAdams, does not dispute. Thatthrust range requires a new enginedevelopment programme with anat least billion-dollar price tag.

None of the three potential en-gine suppliers also includingRolls-Royce are ready to pass

he says, adding: Its not a deci-sion for today.

But commercial aircraft devel-opment timelines suggest thatBoeing must still move withinthe next few years to meet even

Woods forecast. It took Boeingeight years to introduce the com-panys last new clean-sheet de-sign with the 787-8. By thatstandard, a service entry in 2025would require a programmelaunch in 2017.

That timeline fits within a win-dow described by P&Ws Adams,who thinks such an aircraft couldbe introduced between 2023 and2028. I think its something thatwill evolve over the next year or18 months, he says.

ENGINE CHOICE

Another complication will be de-ciding whether Boeing shouldoffer customers a choice of en-gines for any future MOM air-craft. Adams says that decisionshould be a function of how bigthat market is. But Conner isopen to considering most air-lines preference for competitiveengine options. Boeing offeredonly one engine for the 737 Maxand 777X, partly because each

was a derivative of a single-en-gine product line.

Now as we look at new prod-ucts well probably maybe take adifferent approach, Conner says.

It has been 12 years since Boe-ing launched an all-new aircraft.In the interim, it and Airbus havebuilt a massive backlog of nearly12,000 orders, while launching ahost of development productswith new major derivatives. De-livering on all of those commit-ments over the next five years

represents a historic challenge forthe entire industry. As Boeing at-tempts to recruit a supply chainfor a possible new developmentprogramme, it may struggle tofind takers.

My focus is just executing anddelivering what we have alreadycommitted to, says GEs Joyce.We have a huge, huge, huge exe-cution challenge ahead of us. Wecertainly are working with bothcompanies to look at the middle ofthe market, but my primary focus

is just executing the engines werealready working on.

much possible fuel burn [reduction]

as we could get, as much mainte-

nance cost reduction as we could

get, as much comfort in the cabin

as we could get, trying to optimise

a production system and partners

in the world in ways weve never

done before, Sinnett recalls. We

even invented a new airplane to

carry the parts around the world,

and we did that in the middle of the

programme.

So when Jim says moonshots,

how I think about that and how I in-

still that into what I do on a daily ba-

sis is, its not dont innovate, he

adds, but dont innovate on the

critical path of the programme and

put the programme at risk.

judgment on Boeings confidenceabout the potential size of themarket for the possible aircraft.

I havent looked at it enough togive you an answer, Joyce says.

Tony Wood, president of R-Rsaerospace business, agrees. Isuspect between 2025 to 2030 isthe earliest that this aircraft re-quirement, whatever it will be,for a refreshment comes along,

The Dreamliner entered service 3.5

years late and billions in the red

Airbus

DominicPerry/Flightglobal


18/64






P

lans for regional aircraft de-

velopment and productionin Turkey have been laid out by328 Group, including the likelyselection of engine suppliers anda first tentative order for 50 jets.

Disclosed in late May, the newprogrammes the 32-seat T328and TRJ328 are based, respec-tively, on the existing Dornier328 turboprop and jet aircraft, forwhich 328 Group holds the intel-lectual property. Delivery of thefirst modernised examples of thelegacy types is due in 2018.

One of two further clean-sheet,50-70-seat designs the jet-pow-ered TRJ628 and TR628 turbo-prop is scheduled to perform itsfirst flight in 2023.

The development is part of amemorandum of understandingsigned by 328s parent Sierra Ne-vada and the Turkish govern-ment, alongside local manufac-turing partner STM.

Speaking to Flight Interna-tional at the show, 328 Groupmanaging director Dave Jackson

confirmed talks with Pratt &Whitney Canada to supply its

2,500shp-class PW127 turbo-

prop and the latest variant of itsPW306B engines for the two up-dated aircraft. The new turbo-prop powerplants raise maxi-mum take-off weight by 1.5t to15.6t.

In addition, discussions areongoing with avionics suppliersHoneywell and Rockwell Collinsover the integration of a glasscockpit for the types.

The changes, says Jackson,will future-proof these aircraftfor the next 30-40 years.

An initial tentative commit-ment for 50 examples of the jetvariant has been struck with theTurkish government, he says.Talks are also ongoing with po-tential customers for the turbo-prop, he adds.

These will be assembled at aTurkish facility to be set up inthe next 18 to 24 months, with aproduction rate of around 30 air-craft per year.

Further ahead, it is hoping toselect Pratt & Whitney to provide

geared turbofan engines in asimilar thrust class to the

15,000lb-thrust PW1200Gs pow-

ering the Mitsubishi Regional Jet for the TRJ628 and PW127s forthe turboprop.

The latter models will featurean all-new, part-composite fuse-lage and optimised wing, withthe engines the only differencebetween them. This should sim-plify the production process,says Jackson.

Although the market for 50-seat types has dwindled in recentyears, Jackson points to the num-ber of aircraft in the segment thatare still in operation around5,000 as a sign that there is stilla requirement for models withthat seating capacity.

Those aircraft continue to be

operated because theres a needand a niche for them, but theres

not an obvious replacement

for airlines.When you see 50-seat jets

phased out, it is because theyhave reached the end of theirlives rather than because they areno longer required, he says.

All models will be certificatedby the US Federal Aviation Ad-ministration and European Avia-tion Safety Agency from the out-set, says Jackson.

However, he sees additionalmarkets in the developing worldor for special-mission operations,

where an ability to operate fromunpaved strips is key. The USSpecial Operations Command al-ready utilises a number of the 328turboprops, which it designatesas the C-146 Wolfhound.

We have already had some in-terest from the Turkish militaryfor different variants of the [new]aircraft, says Jackson.

Overall, Jackson believes or-ders can be secured for around250 examples of both the mod-ernised and clean-sheet develop-

ments, with a healthy mix ofturboprop and jet variants.

An initial tentative

commitment for 50

examples has beenplace by Ankara

STRATEGY

GTF eyed by Turkish regional jet firm328 Group suggests its clean-sheet platform could be next programme to utilise Pratt & Whitney geared-fan engines

BillyPix

Jackson believes

around 500 units

could be sold


19/64



NH Industries

seeking new orders

as backlog stabilises

SHOW REPORT P20

The Chengdu/Pakistan Aero-nautical Complex JF-17 Thun-der fighter has secured its firstexport deal.

A contract has been signedwith an Asian country, saysAir Cdre Khalid Mahmood, thePakistan air force officer wholeads sales and marketing ef-forts for the type. He declines toidentify the customer or thenumber of aircraft involved, butsays deliveries are due to startin 2017.

Pakistans air force broughtthree examples of the JF-17 to

Paris, with one participating inthe flying display.

Khalid says 11 countries arelooking at the type, which is alsomarketed by Chinese defence ex-port agency Catic.

Pakistans air force has re-ceived 54 JF-17s so far, the first 50of which were originally in aBlock I configuration. These arein the process of being updated toa Block II standard, which fea-tures improved avionics and soft-ware, and adds a fixed air-to-air

refuelling probe.An additional 46 aircraft will

be delivered in this standard,while 50 more will be deliveredin a Block III configuration by theend of 2018.

Specifications for this standardare still being defined, but couldinclude a passive or active elec-tronically scanned array radar, aninfrared search and track sensor,additional precision-guidedweapons and the ability to carrysensor pods.

A two-seat variant of the Kli-mov RD-93-engined type is also

planned, which will serve main-ly as a trainer.

Textron AirLands Scorpionmade its debut Paris appear-

ance, as the company cites highpotential demand for the type.

Exhibited in a twin-payloadconfiguration combining an L-3Wescam MX-15 electro-optical/

infrared sensor and a recently-in-stalled Thales I-Master synthetic

aperture radar/ground movingtarget indicator, the Scorpionmade its appearance a little overa month after the multi-role de-sign was put through its paces foran undisclosed potential custom-er in Latin America.

We flew six experiencedcombat pilots, and they werevery impressed, says TextronAirLand president Bill Ander-son of the latter visit, which so-cial media postings indicate wasmade to Colombia.

The aircraft will be staying in

Europe after the show, before at-tending the Royal International

Air Tattoo in the UK in mid-July.Prior to this, the jet will visit sev-eral European nations to demon-strate its capabilities. Andersonconfirms this will include per-forming demonstrations for theUK Royal Navy, for applicationsranging from maritime patrol toadversary training.

Weapons testing is also ex-pected to get under way laterthis year.

Sales discussions also are on-going with several potential

buyers. Anderson says three na-

tions are beyond initial inter-est, while one in the Pacific

region is poised to issue a re-quest for proposals.

Anderson says work on a firstproduction-representative Scor-pion will start in the fall, withthe aircraft to fly early next year.We could start delivering air-planes in 2016 if we know soon,he adds.

More than 400 flight hourshave now been accumulatedwith the demonstrator. Thegood news is its hugely reliable,he says, citing an availability rate

of more than 98%.

Boeing is upbeat about thechances of F/A-18E/F Super

Hornet production continuingthrough 2019, with all four US

congressional defence committeeshaving approved the productionof an additional 12 aircraft.

I think the fact they all markedgives us some confidence therewill be another tranche of F/A-18sadded to the US Navy, says vice-president of business develop-ment and strategy ChristopherRaymond. We see the potentialfor an international order too, andthat should extend things outthrough to at least 2019.

Raymond says comments by the

US chief of naval operations thatthe service is two or three squad-rons short of fighter-attack aircraftdue to operational tempo suggest apotential requirement for at least24 or 36 airplanes. The Pentagonis also looking at its EA-18GGrowler mix, and whether itshould have five or eight aircraftper squadron for electronic attack.

The company also is antici-pating a decision by Denmarklater this year on whether to re-place its Lockheed Martin F-16s

with the F-35, Super Hornet orEurofighter Typhoon.

ORDERS

Export deal for JF-17 struckwith unnamed Asian nationThunder shows off capabilities in shows flying display as first overseas sale is secured

BillyPix

Pakistans air

force brought

three examples

to the show

BillyPix

Ready to strike with first deal?

Positive tales put Scorpion under order spotlightDEVELOPMENT

PROGRAMME

Super Hornetproduction stillhas years left


20/64



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subscribe to our fortnightly newsletter

flightglobal.com/defencenewsletter

NH Industries (NHI) believes itcould capture as many as 100

additional commitments for itsNH90 11t-class military rotor-craft, with France and Qatar lead-ing the charge for new orders.

If it secures deals for a full 100extra helicopters then it wouldpush the programme over the600-unit mark, with the currentorder total standing at 509.

That figure reflects for the firsttime a raft of recent contract mod-ifications which has seen Portu-gal cancel all 10 of the TTH trooptransport variants it had on order,Spain dramatically cut its45-strong commitment of TTHsto 22, and Germany in a changethat was finally ratified in therun-up to Paris cancel 40 trans-ports and placed a firm order for18 NFH naval models with op-tions for a further 22 examples.

Now Im in a situation where

509 is clearly the actual numberordered, says Vincent Dubrule,president of NHI, a joint venturebetween Airbus Helicopters,AgustaWestland and Fokker. Sonow I expect only plusses.

Boeing is searching for about35 CH-47F Chinook sales to

fill the open production slots re-maining on its second multi-yearprocurement contract with theUS Army.

Awarded in 2013, the deal se-cures 155 of the heavy-lift heli-copters for the service, and 60 op-tions were included to supportforeign military sales (FMS) deal.

Just 25 of those had been takenup by the end of May, and the USDepartment of Defenses displayof the latest F-model CH-47 atParis was clearly an attempt to

drum up more businessRandy Rotte, Boeings cargo

Bell Helicopter is confident

that production of the V-22Osprey tiltrotor will extend wellinto the mid-2020s, despite out-put falling this year to 21 aircraftfrom 2014s high of 37 units.

Produced in partnership withBoeing, the Osprey has so far se-cured only the US Marine Corpsand US Air Force as customers.The programme entered into itssecond multi-year contract withWashington late last year, guaran-teeing production until 2020.

However, Bell chief executive

John Garrison believes furtherdomestic deals the US Navy in-tends to buy up to 44 V-22s for itscarrier onboard delivery require-ment allied to export orders,will secure the programme wellinto the middle of next decade.

The USN order, which wouldbe contracted in the next 18months, and see deliveries run-ning from 2020 to 2025, shouldform the backbone of a third USmulti-year deal, says Garrison.

Japan is likely to be the initial

overseas customer, and plans toacquire up to 17 of the tilitrotorsvia the foreign military sales route.If confirmed, deliveries of the firsttranche of five would begin in2018.

He points out that the optionscould be used to fulfil overseas

sales or for the army. It could beFMS, it could be wartime

replacement aircraft, he says.Chinook production is currently

configured to build five aircraft permonth, and the final delivery to theservice under the present multi-year contract is scheduled for No-vember 2019. Thirty-six per yearis our lowest number if no othersales come in, Rotte says.

Boeing also manufactures theextended-range MH-47G for USspecial operations forces and ispresently working on the designof a Block II model. The airframeris also confident that the USArmy will sign for a third multi-

year purchase once the currentcontract expires.

Those additions are likely tocome from France, which hasgiven preliminary approval forsix more TTHs, and Qatar whichhas provisionally agreed to ac-quire 16 helicopters an equalsplit of both variants with sixmore on option which Dubrulehopes to finalise shortly.

Further ahead, NHI seesother current customers return-ing for top-up orders, such asNorway, which has issued a re-quest for information for nineaircraft for use by special forces

personnel, alongside new op-erators of the type.

However, Dubrule insists thathe is not solely focussed on freshbusiness. I have 13 current cus-tomers and I want to help themand support them. I want to helpthem deploying, which will thenhelp my future sales.

Dubrule says NHI is continuingto work through issues encoun-tered by its operator base corro-sion problems on the naval variant,for example in order to improvecustomer satisfaction.

helicopter business developmentdirector, says the lead time is

now around 36 months from aninitial contract award.

ROTORCRAFT

NH Industries seeking neworders as backlog stabilisesConsortium also pledges to raise level of operator support to drive helicopter availability

Boeing looks to fill empty Chinook production slotsORDERS

TILTROTOR

Bell sees plentyof life left in V-22

The US Department of Defense had the F-model CH-47 on display

France is looking to acquire additional troop transport NH90s

BillyPix

BillyPix


21/64


22/64



For more news about the Airbus A330

programme, visit our landing page at:

flightglobal.com/A330

Saudi Arabian flag carrier Saudia is

committing to 20 of the regional

version of the Airbus A330-300, be-

coming the first customer to emerge

for the variant nearly two years afterits unveiling.

The lower-weight model is aimed

at short routes up to 3,000nm

(5,560km). This range saving ena-

bles the maximum take-off weight to

be trimmed to 200t, while the pas-

senger cabin accommodation is in-

creased to a higher-density layout

capable of featuring 400 seats.

Saudia has not detailed the in-

tended configuration of the regional

A330. But director general Saleh bin

Nasser Al-Jasser says that the

unique flexibility of the aircraft, and

its high capacity, will allow the air-

line to expand its domestic and re-

gional network. Neither Airbus nor

Saudia has disclosed a delivery date.

Saudia is already an A330 cus-

tomer, having previously ordered

eight Rolls-Royce Trent 700-powered

A330-300s in mid-2008 and an-

other four in mid-2011. No engineselections have been given for the

regional A330s.

The airline is preparing to in-

crease its fleet as part of a 2015-

2020 strategic plan, but has

released few details of the specific

types under consideration.

However, the airlines A330 com-

mitment also includes 30 more

A320s.

Airbus had expected the regional

A330 to enter service in 2015.

Saudias decision will give a

much-needed lift to A330 production

which is already due to undergo a

rate cut in the transition period to

delivery of the first re-engined

A330neo in 2017.

Four years after scrapping anAirbus A320 passenger-to-

freighter conversion programme,Airbus and ST Aerospace are res-urrecting the scheme with a sim-pler design.

The partnership aims topursue the Boeing 757 freighterreplacement market and believesthere is demand for some 600conversions to the A320P2F and

A321P2F over the next twodecades.

ST Aerospace will lead theprogramme and expects to deliv-er the first aircraft in 2018 al-

CARGO

Reborn A320 P2F schemeadopts pragmatic strategyAirbus and ST Aerospace resurrect mothballed narrowbody freighter conversion programme

though it has not confirmed alaunch customer.

Fitted with a Class E cargocompartment, the A321P2Fwould have a main-deck capacityfor 13.5 containers, with an over-all payload of 27t and a range of1,900nm (3,520km). TheA320P2F, with a range of2,100nm, will be able to take 10.5containers on the main deck and

carry 21t in total.The airframer, along with con-

version specialist EFW, had pre-viously developed a passenger-to-freighter programme with

Russias United Aircraft andIrkut. Lessor AerCap had been inline to provide a batch of A320sfor modification.

But after a series of delays theplan was cancelled in 2011 andthe joint venture broken up.Airbus attributed the decision todemand for the passenger versionand an absence of suitablefeed-stock.

Airbus and ST Aerospacesrevived effort will be founded ona simpler aircraft design, to avoidcomplications with the previousmodel.

The most notable change is therelocation of the 142in x 87in(360cm x 221cm) main cargodoor, previously located aft, tothe more conventional forwardfuselage position.

Modifications will also in-clude reinforcement of the floorgrid, deactivation of the rear pas-

senger doors, and fitting of a 9gcargo barrier.

OVER-DESIGNED

Airbus chief operating officerTom Williams says that the aban-doned A320P2F had been anover-designed solution.

If wed gone to completion, itwould have been the most won-derful P2F programme you couldhave imagined, he says, exceptin one crucial respect. Who wasgoing to buy it?

He says the attempt to developan aircraft to address everycorner point of the market thereason for placing the freightdoor in the rear fuselage was astrategic flaw.

While Airbus was con-vinced that the door needed tobe aft-mounted, Williams saysthe design had to account forstructural loading, particularlyfrom the empennage, in the rearfuselage section 18.

The door became a load-car-

rying member, he says, addingthat customers were expressing

concern over the risk of damageto the tail section from loadingvehicles.

Airbus has revised the strategyto adopt a more pragmatic ap-proach in co-operation with STAerospace.

Williams says the updatedA320P2F is not intended to ad-dress every market scenario such as carriage of unusually-

large equipment and, as aresult, can be developed as a sim-pler airframe.

Airbus will effectively becomea junior partner to ST Aero-space on the programme, he says,with the airframer concentratingon matters such as sourcing offeed-stock and using its resourcesto trace and assess the effect ofany prior modification of the air-craft during passenger service.

While a number of A320 con-version programmes have

emerged since the collapse of theRussian-backed venture, the ST

ORDERS

Saudia first in line for regional A330

Twinjets unique flexibility was key to deal, says airlines chief

ST Aerospaces Serh

Ghee Lim says the

company expects to

spend nine months

developing a prototype

Airb

us


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French faith liftsweight from AtlasSHOW REPORT P24

Airbus pitches a little stretch for superjumbo to swell operator interestAirbus has strongly hinted that it

is considering a moderate stretch

of the A380 as part of a moderni-

sation package tied to a potential

engine upgrade on the type.

While the notion is only prelimi-

nary, the airframer has been gaug-

ing interest from possible

customers.

Airbus had originally intended

to stretch the A380-800 to a pro-

posed -900, a version which

would make better use of the

-800s wing, but with the A380

experiencing slack sales, and with

other aircraft programmes taking

priority, the -900 has long been

relegated only to a future initiative.

However, Airbus chief operating

officer for customers John Leahy

while unveiling the companys

global market forecast at the

show indicated that a revised

stretch proposal was being float-

ed to customers.

He says that the airframer is

discussing a little stretch with

some operators.

The possible dimensions of

such an aircraft have not yet been

disclosed, however.

REVISED

But Leahy tells Flight International

that while the A380-900 would

have raised the capacity of the

baseline A380 by some 100

seats, the revised stretch would

be about half that.

He says that the timeframe for

such a development would be

around 2020. If the proposal be-

came firmer, he says, wed prob-

ably still call it the -900.

Airbus chief executive Fabrice

Bregier cautions that the proposal

is still at an early stage, the sub-

ject of studies, and that it would

be premature to suggest it will

evolve into a formal programme.

While Emirates has strongly

backed a re-engining effort for the

A380, Leahy discloses that the

airframer is talking to at least

half-a-dozen possible customers

for such an initiative.

Aerospace scheme is the onlyone to have the airframers formalsupport.

Airbus is more confident overthe supply of affordable feed-stock. Williams says there areplenty of airframes slippinginto the conversion window.

Between 2017 and 2028, the air-framer estimates, the number ofsuitable aircraft those agedaround 15-20 years will trebleto some 1,700 A320s and 450A321s, providing a rich source ofpotential jets for modification.We think we come into the

sweet spot in terms of timing,says Williams.

ST Aerospace has access to fa-cilities in several locations in-cluding China, Singapore, Germa-ny and the USA and conversionswould ideally be carried outwhere the feed-stocks are.

Wed definitely accommodatethe customers preference, saysST president Serh Ghee Lim. Hesays the company expects tospend nine months developing aprototype but production aircraftwill be converted in three.

COLLABORATION

ST Aerospace is to increase its

shareholding in Dresden-basedconversion specialist EFW by20%, to a total of 55%, as part ofthe effort.

Lim says: ST Aerospace ispleased to include this new col-laboration which will extend ourconversion portfolio and en-hance our value-added proposi-tion to customers.

EFW chief Andreas Sperl in-sists there are a number of partiesinterested in the programme andthat, following the launch of the

scheme, the partners will startdiscussions to cement initialconversion agreements.

Sperl says the programme willcomplement Airbuss new-buildA330-200F as well as the partnersA330P2F conversion scheme,launched in 2012.

He adds: We think we have areal family, which gives us a bigimpact in the market.

ST Aerospace has

access to facilities

in several locations

including China,

Singapore, Germanyand the USA

Airbus


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France has demonstrated theload-carrying credentials ofits A400M tactical transport, as itprepares to take delivery of a sev-enth example from Airbus in thecoming days.

Weighing in at 29t, a VBCI ar-moured vehicle used every-where by the nations army was loaded on to the French airforces lead aircraft in the staticdisplay. A growth version tipping32t is to come soon.

Defence minister Jean-Yves Le

Drian opted to keep the nationsA400Ms in operational use fol-lowing a fatal accident involvingthe type in Spain on 9 May. Itsfleet has logged more than 150flight hours since then, in loca-tions including Africa and theMiddle East.

We have full confidence inthe aircraft, and the way we haveoperated since the accidentshows our faith, says Francesprogramme manager for theA400M, who declines to be

named. The acceptance processfor its next example has beencompleted, with the airlifterready to go, he adds.

During the show, the UK RoyalAir Force announced that it hadcleared its current two Atlas air-lifters to resume training flightswith immediate effect.

Having undertaken and com-pleted a series of thorough checkson the UKs A400M aircraft andhow it is operated, the RAF is sat-isfied that the additional process-es and procedures introducedmeans it is now safe to resumeflying, the service says. RAF useof the type had been paused since

the crash, which killed four Air-bus flight-test personnel.

Ground-based training andsimulator-based instruction hadbeen performed at its Brize Nor-ton base in Oxfordshire duringthis period.

Fellow operator the Germanair force says it expects to resumeoperations with its current oneA400M in the coming weeks,once it has performed softwarechecks on the aircraft.

Commenting in Flight Daily

News, Airbus Defence & Spacesexecutive vice-president for mili-tary aircraft Fernando Alonsonoted: Were encouraged by thereaction of our customers andprospects, who have reactedcalmly and are not tearing uptheir orders or their RFPs [re-quests for proposal].

Meanwhile, the company hasannounced a four-aircraft orderfrom Saudi Arabias interior min-istry for its C295W mediumtransport.

Ukraines Antonov has quietlylaunched a new programme

for a jet-powered military andcivil transport.

Speaking at the show, chief de-signer Dymitry Kiva identifiedthe new type as the An-188, andas being a turbofan-engined vari-

ant of the An-70 propfan. In sizeterms it will sit between the

Qatar is to boost its fleet of C-17strategic transports to a total

of eight aircraft, Boeing con-firmed at the show.

The Qatar Emiri Air Force al-

ready has four of the airlifters inservice.

We are very pleased with theC-17s, and look forward to dou-bling our fleet to enhance world-wide operations, says deputycommander Gen Ahmed Al-Mal-ki. The service introduced its firstexample in 2009.

A purchase agreement was re-cently signed by Boeing and theQatar government, the manufac-turer says. Its last C-17 will soonroll off the assembly line in Long

Beach, California, ending a 279-unit production run.

AIRLIFTER

French faith lifts weight from AtlasTroubled tactical transport receives boost as lead customer re-affirms confidence in A400M with load-carrying demos

BillyPix

The 29t VBCI was loaded into the cargo hold on the static line

PROGRAMMES

Antonov quietly details new transportACQUISITIONS

Qatar doublesC-17 fleet withfour-unit deal

Ukrainian airframer displayed grey colour scheme on An-178

Billy

Pix

Lockheed Martin C-130J andBoeing C-17, he says, with amaximum take-off weight of 140tand a payload of 40t. It wouldalso be able to operate from un-paved airstrips, he says.

Images displayed at the eventshowed an aircraft with four jet

engines. These, along with thedevelopments avionics and sys-

tems, would be a mixture ofUkrainian and Western prod-ucts, says Kiva, without identi-fying which powerplants theAn-188 would use.

The company also has notdisclosed a potential date forservice entry.

Antonov, which brought itsnewest aircraft the An-178, firstflown in May and sporting a newgrey colour scheme to Le Bour-get, is also under new owner-ship, having been recently trans-ferred to the nations export salesagency Ukroboronprom.

This, says the latters directorgeneral Roman Romanov, will aidAntonovs ambition to become aworld leader in aerospace.

The business will now be splitinto two parts: the Antonov

design bureau and a manage-ment company.


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As the Lockheed Martin F-35Joint Strike Fighter pro-gramme anticipates the end of a16-year development effort, inter-national partners can expect tostart receiving their long-awaitedjets faster and in larger quantities.

With the US Marine Corps tostand up its first F-35B combatsquadron next month, produc-tion is rapidly scaling up withjust under two years of develop-mental testing remaining, andnearly 50% of aircraft deliveries

over the next five years will bemade to international customers.

Lockheed F-35 programmechief Lorraine Martin says thecompany is sticking to the revisedschedule and performance criteriaagreed to in 2010. There are no se-rious technical issues that keepme up at night, she adds.

The chunky things are behindus regarding development, shesays. We havent asked for moretime and we havent asked formore money.

On cost, Martin says a blue-print for affordability initiative is

paying off, and that an F-35A willcost less than $80 million per jetin the 2019/2020 time frame.

The company is also upbeatabout the potential for a three-year block buy in 2018 for 450 to500 aircraft that will combine US

and international orders. Thatwould allow it to reassure its sup-

ply base and make long-lead in-vestments in manufacturing ca-pacity. Lockheed hopes to startproducing upwards of 150 F-35sper year by the end of the decade.

Meanwhile, the last four F-35Bsthe USMC needs to declare initial

operational capability will be de-livered on 30 June, in time for an

operational readiness inspectionin the second week of July.

Theyll be ready, says Martin.Thats my goal. I watch it everyday. In support, the latest config-uration of the F-35s autonomiclogistics information system is

being installed and will also beready in the coming days.

Pratt & Whitney president Paul

Adams believes that more nations

will turn to Lockheed Martins F-35

for protection as the world be-

comes more dangerous.

The capabilities of the airplane

are just stunning, Adams says. I

think over the next couple of yearsthis will become very well-known

and well seen by militaries across

the globe. The more dangerous the

world that we live in, the more op-

portunities there are for sales.

Lockheed and the USA are cur-

rently promoting the F-35 to poten-

tial users including Canada and

Denmark, plus Belgium and Finland.

Adams says he is upbeat about

the F135 engines performance go-

ing into the final stages of develop-

ment. The operational F-35 fleets

average readiness rate for 2015

stands at 96.3%, which is substan-

tially above its target, he notes.

A 10-month accelerated mission

test of the F135 has demonstrated

its full-life capability after completing

5,200 engine cycles to replicate

seven years and 1,200 sorties.

P&W says the conventional take-

off and landing engine for the

F-35A was put through its paces at

the US Air Forces Arnold Engine

Development Center in Tennessee.

F135 propulsion system vice

president Mark Buongiorno ex-

pects the engine will meets itsmean time between failure and

engine removal targets. The en-

gine meets or exceeds its speci-

fications and the accelerated

mission testing shows a positive

level of robustness, he says.

P&W has delivered 228 F135

engines to date as well as 63 Rolls-

Royce lift fans for the F-35B.

Buongiorno also points to the

strong performance of the F135 dur-

ing recent embarked testing aboard

the US Marine Corps amphibious

assault ship USSWasp, which inv-

oled 100 vertical take-offs.

FIGHTERS

F-35 ramping up as milestone nearsLockheed programme chief says company is on track to deliver operational capabilty, as it anticipates multi-year order

SALES

More dangerous world could be boon for stunning aircraft

China could still become

Russias first export custom-

er for the Sukhoi Su-35 be-

fore the end of 2015.

Our position is we still

believe that we will sign thecontract to sell 24 aircraft [to

China] this year, United

Aircraft chairman Yuri Slyusar

said at the show on 15 June.

Moscow and Beijing have

been negotiating the deal for

the last several years.

The Su-35 represents the

latest version of Sukhois

series of thrust-vectoring

fighters. The new model

adds the Tikhomirov Irbis-E

passive phased array radar

and a modern cockpit.

Su-35 still ontable for China

Adams upbeat as F135 engine

development enters last stages

The USMC is close to

declaring F-35B initial

operating capability

BillyPix

USMarineCorps


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ATRs enhancementsspur order glut

SHOW REPORT P28

Airbus is driving ahead withits e-Fan all-electric trainer

project unveiling at the show afull-scale mock-up of the produc-tion 2.0 model that screams ofautomotive design influence inits sculpted fuselage and sportscar-style cockpit.

Group chief technology officerJean Botti and e-Fan chief design-

er Bruno Saint-Jalmes both tracetheir roots to careers at car makerRenault. But the e-Fan is no flyingcar; the battery-powered twin-fanpacks 137kg (302lb) of lithium-polymer batteries to generate60kW for its two motors, and the

prototype that joined the flyingdisplay will later this summer at-tempt to cross the English Chan-nel from Lydd to Calais, reversingaviation pioneer Louis Blriotshistoric feat.

Saint-Jalmes says the 2.0scharacter line along the fuselageis a first in aircraft styling. And, headds, the black nose and wind-

screen follow another motor in-dustry practice, emphasising afamily look, which for Airbus isthe distinctive black glasses onthe A350 airliner and H160 heli-copter which he also designed.

Saint-Jalmes also oversaw de-

sign of the 2.0s integrated cockpitwhich, with its hand-stitchedleather buckets, also looks like itbelongs in a high-end sports car.

The instrument panel makeseven a modern glass cockpit looklike the dials maze of a 1960s

fighter two Microsoft Surfacetablet computers click into thedashboard, allowing pilot and in-structor to work together insideand outside the aircraft.

The goal, says Botti, is partly torelieve pilot stress by simplifying

presentation of critical informa-tion related to the flight plan andavailable battery power.

But Botti is looking furtherahead, and wants todays smart-phone-savvy youth to find e-Fanquick, fast and easy: We are pre-

paring the aviation of tomorrow.Its a new way of flying.

The e-Fan prototype is a tan-dem-cockpit design, but the 2.0 which is on target to enter pro-duction around the end of 2017 isside-by-side, ideal for a trainer.

DESIGN

Airbuss motoringmindset for E-FanElectric trainer mock-up takes cues from automotive industry,but concept is still very much about finding new ways of flying

BillyPix

The black nose and windscreen reflect the Airbus family look

Swiss Excellencein Business Aviation

AMACAerospace Switzerland AG

Henric Petri-Strasse 35

4051 Basel, Switzerland

Telephone +41 58 310 31 31

[email protected]

www.amacaerospace.com

Corporate and private aircraft maintenance,

refurbishment and completion services, aircraft management

and charter operations.


28/64






ATR is proceeding with a hostof enhancements to its pop-ular range of turboprops withre-engining now under activeconsideration as it continues totighten its stranglehold on theregional market.

In all, it netted some 46 firmorders at Paris, with a further 35options, including the first cus-tomers for its new high-densityand combi models, respectivelyfrom Philipine carrier Cebu Pa-cific and Papua New Guineas

Airlines PNG.Comparatively, Bombardier

managed just a single five-unitorder for its Q400 turboprop fromCanadas WestJet.

The Franco-Italian manufac-turer had previously unveiledplans for a high-density modelwith around 80 seats, but has yetto achieve that target. Cebu,which placed a firm order f

flight international 23-29 june 2015

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