Debate in Washington About Real Cost of JSF

Feb 9, 2009

By Bill Sweetman

A total production rate several times higher than that of recent fighters and a modern design and manufacturing line mean the Joint Strike Fighter (JSF) will offer more capability for less money than competitors, program officials maintain. Decisions to be taken by the Obama administration, in light of numbers to be released in the next few weeks, will influence to what extent that plan becomes reality. The U.S. Air Force plans to acquire 1,763 JSFs to replace all its fighters except the F-22. Buying 80 per year to match the retirement rate of older aircraft underpins the program’s economics. Air Force officers warn, however, that the service will need more money to support more than 48 JSFs a year. The JSF program is concurrent—systems development and demonstration (SDD) and low-rate initial production (LRIP) overlap. This was done to build the production rate gradually and reach 200-plus jets a year immediately after testing. The first of seven planned LRIP batches was ordered in 2007. But since last year’s decision to slip the end of SDD to 2014, that year’s batch has been rebadged as an eighth LRIP buy. One sign of the program’s size is that its “low-rate” phase will build 550 aircraft. The likelihood of difficulties in the program is the subject of debate. The U.S. Government Accountability Office (GAO) cited a potential 27-month, $13-billion slip last March, based on an independent assessment sought from Naval Air Systems Command. The Pentagon commissioned a Joint Estimating Team (JET), which predicted a two-year slip and $15-billion SDD overrun. Maj. Gen. Charles Davis speaks at the rollout of the first “weight-optimized” F-35A in 2007.Credit: LOCKHEED MARTIN Maj. Gen. Charles Davis, program office director, says JET based its projections on two factors: the F-22 flight-test program’s productivity and technical issues like the F/A-18E/F wing-drop problem. Davis says that some of the F-22’s problems were caused by funding cuts (the budget for spares was reduced early on, hobbling flight tests later), and that better modeling and simulation will reduce the number of test problems. The JET disagrees with the program office about cost savings from the use of “cousin” parts: components that differ in detail from one JSF variant to another, but are made with the same processes and materials. The program office says they will be 80% cheaper than if they were different; JET says 25% cheaper. This is important because there are likely to be many cousin parts, given the differences in airframe weight among the three versions. The carrier-based F-35C is expected to have an operating empty weight 5,500 lb. higher than the F-35A. But the 6,500-lb. engine, avionics and cockpit are common, suggesting that the bare airframe is 25% heavier. The F-35B is 2,700 lb. heavier than the F-35A. Pratt & Whitney’s numbers, however, show that the vertical-lift system adds 4,000 lb., so the B model’s basic structure is lighter than the F-35A’s. Other differences: only the A model has an internal gun bay; the B model incorporates cavities and apertures for the vertical-lift system and has different-sized weapon bays; and B and C are stressed to 7.5g and A to 9g. One industry source sounds a warning: “The ability to keep those three platforms going, without deviating from commonality, is an extreme challenge. At the parts level, we’re hearing people say they are on the eighth design for JSF and still carrying three different parts forward for the different versions.” Three documents should provide updated estimates of the actual costs of JSF. The GAO is expected to issue its annual report on the program in March, and the Pentagon will issue Selected Acquisition Reports, which give an official projection of program costs. The FY2010 budget will also show whether USAF believes it can support 80 jets per year. The final answer: “The JET will be totally wrong and the program office will be totally wrong,” Davis says. “The real answer will be somewhere in between.” source: www.aviationweek.com

United Tries Cashless Cabin

Feb 26, 2009

By Andrew Compart

Another carrier is removing cash as an option for onboard purchases, but not for all of its flights. United, beginning march 23, will allow customers to use credit and debit cards for the purchases, and will phase out the cash option though the spring for flights within the U.S. and to and from Canada, Mexico, Central America and the Caribbean. It will continue to accept cash on flights to and from Europe, Asia, the Middle East and South America. Credit and debit cards also will be accepted on those flights. One factor in the decision to continue to offer a cash option on those flights is a lower rate of credit card usage in some of the countries, a United spokesman said. United Express customers will continue to pay solely in cash. United is working with its regional partners to determine how to standardize credit card procedures. “Ultimately, our goal is to move to a fully cashless environment systemwide,” the United spokesman said. In the interim, to try to avoid customer confusion, the airline has instructed gate agents to make announcements letting customers know when a flight is cashless. Airlines are attracted to cashless because it simplifies the operation and avoids the need to have attendants carry and collect cash and make change. Other airlines that have gone cashless include AirTran, Alaska, Frontier, JetBlue, Midwest, Southwest and Virgin America. American will begin the transition to cashless cabins this summer on flights within the U.S. and to Canada. Photo: Joseph Pries source: www.aviationweek.com

Southwest Tests Inflight Broadband

Feb 11, 2009

By Darren Shannon

Southwest Airlines as expected has started passenger trials of an inflight broadband service from Row 44 that should continue for several months. “Internet connectivity has been high on our list of priorities for quite some time,” said Senior VP of Marketing and Revenue Management Dave Ridley. “We believe the aircraft-to-satellite technology is the most robust solution in the industry, and we look forward to the feedback from our customers.” Both Alaska Airlines and Southwest have chosen to test Row 44’s satellite-based system over other connectivity systems, but have been limited to ground and non-revenue flights trials while awaiting Federal Communications Commission approval to operate revenue services equipped with Row 44’s external hardware. Southwest’s non-revenue flight tests included as many as 60 staff from the airline and Row 44, according to the broadband provider. Initial results are positive, Row 44 President and Co-founder Gregg Fialcowitz told The DAILY. Although the FCC has still to issue a supplemental type certificate for Row 44’s external hardware, such as the antenna, the trials have been permitted under a temporary license. “We are conducting our trials under a temporary authorization from the FCC in conjunction with [U.S. aerospace manufacturer] Hughes,” noted Fialcowitz. “The authorization will last until summer, by which time we expect to have our permanent license from the FCC,” he added. Southwest’s revenue flight trials — which will offer passengers free access to the Internet — began Feb. 10 on aircraft 901. This Boeing 737 started the day at Dallas Love Field, and operated a normal schedule to Houston, Corpus Christi, Texas, and back to Houston, before flying to Little Rock, Ark., then Las Vegas, Salt Lake City, Phoenix, California’s Orange County and finally Oakland, Calif. The aircraft is scheduled today to operate from Oakland to Ontario, California and onto Phoenix and San Diego before returning to Oakland. The aircraft will then serve Orange County and Phoenix before returning again to Oakland. The final segment will overnight the narrowbody in Phoenix. Southwest plans to test the Row 44 broadband system on four aircraft by early March. No specific timeline is given for the program, although both Row 44 and Southwest said it should be “several months.” Alaska late last year started its own non-revenue flight and ground trials on one 737, but had to return the aircraft to revenue service. This was placed back in non-revenue flight trials earlier this month, and should be placed in revenue service “very soon,” said an airline spokeswoman. A second Alaska 737 could be retrofitted with Row 44’s internal and external hardware. Southwest’s has also teamed with Yahoo! to offer its passengers an inflight homepage that includes a flight tracker as well as daily news and information updates. The flight tracker will allow passengers to follow the plane’s flight path, and offer “fly-over” images provided by Flickr. Photo: Boeing source: www.aviationweek.com

Boeing Turns to Cost Reduction on C-17 Sales

Feb 13, 2009

By Amy Butler

Boeing officials have shifted their strategy on future C-17 sales from reducing the annual production rate and toward cutting per-unit cost instead, according to industry officials. The new focus is possible because of new opportunities in the international market including, possibly, interest from countries disappointed in consistent delays by the European Aeronautic Defence and Space Co. (EADS) in delivering its A400M airlifter. Last year, Boeing Military Aircraft President Chris Chadwick directed a review from his staff of the effect on the cost of the C-17 Globemaster III airlifter if annual production was lowered from its 12-15 unit pace. Underpinning the review was concern that the production rate would be reachable without more purchases from the U.S. Air Force - which has declined to formally fund the program in recent annual budget requests - or new interest from the international market. Congress has repeatedly earmarked spending for more C-17s over Bush administration objections. International interest, meantime, has grown while earmarked funding came through for 15 new USAF C-17s via 2008 war-related supplemental spending. Hoping for as much, Boeing has been carrying the cost of building new Globemasters on its own funding. The total U.S. Air Force order now includes 205 aircraft. Additionally, the United Kingdom has ordered six, Australia and Canada have each bought four and NATO has signed on for three. Boeing declines to confirm the size of Qatar’s order, though it is thought to be for two C-17s with an option for two more. One official close to the C-17 program says several options for future sales to the U.S. Air Force are under review at Boeing, including as many as 60 additional airlifters. This will depend heavily on the outcome of a sweeping mobility requirements study now under way at the Pentagon. Company officials have long held that 92,000-troop increase coming to U.S. ground forces will drive the need for even more airlift than planned just a few years ago. Chadwick’s focus for the C-17s future has changed recently. He is now exploring cost reductions for the program, according to Boeing spokesman Damien Mills. “The market is different than it was even a few months back” he says. “There is reasonable market demand to hold to the current rate.” Cost reductions are possible in overhead, design, structures and parts suppliers, he adds. Though the company has an internal savings target, Mills declined to disclose it citing concerns about competition. International pricing is about $220 million per aircraft, with the United States paying just over $200 million each. Discussions are occurring with the United Arab Emirates and additional sales are possible to the United Kingdom and Australia, according to the official close to the program. Meetings are also planned with France, Libya and India. France could be a key customer, as it is struggling to maintain support for EADS’ A400M among allies. source: www.aviationweek.com Photo: Boeing

Canadian Tech Experts Join Crash Probe

Feb 13, 2009

Frances Fiorino fiorino@aviationweek.com

The National Transportation Safety Board (NTSB) sent a 12-member Go Team to Buffalo, N.Y., today to begin its probe of the Feb. 12 crash of Colgan Air Flight 3407 while on night instrument approach to Buffalo-Niagra International Airport. According to preliminary accident data, the aircraft, a Bombardier Dash8-Q400 (N200WQ) had departed Newark-Liberty International Airport at about 9:20 p.m. (EST) with 44 passengers and five crewmembers onboard, according to Colgan Air. The regional carrier, a wholly owned subsidiary of Pinnacle, was operating the flight as Continental Connection. Colgan Air has confirmed the names of crewmembers who were onboard Flight 3407: Captain Marvin Renslow, First Officer Rebecca Shaw, off-duty pilot Joseph Zuffoletto, and Flight Attendants Matilda Quintero and Donna Prisco. The Q400, powered by two Pratt & Whitney Canada P&W150A turboprop engines, was on approach to Buffalo-Niagra's 8,100-foot Runway 23 when it crashed into a residential neighborhood about 6 miles northeast of the airport, killing all onboard. The aircraft and at least one home were destroyed in the resulting fireball. At this writing at mid-day Friday, investigators are trying to determine how many people on the ground were killed and if the flight crew had radioed controllers of any problems prior to the accident. According to FAA data, winds at the time of the accident were from 240 degrees at 15 knots, gusting to 22 knots. There were a few clouds at 1,100 ft., broken clouds at 2,100 ft., and an overcast ceiling at 2,700 ft. The Q400 had about 3 miles visibility while operating in light snow and mist. Both temperature and dewpoint were 0.6C (33 deg. F.), just above freezing--which indicates that icing may have been a factor. Investigators will be examining all possibilities. The 74-seat accident aircraft was manufactured and put into service last April, according to Colgan Air. The carrier this month finalized terms for option rights to 15 Q400 NextGen aircraft, which are in addition to its firm order for 15 Q400s placed on Jan. 15. The Feb. 12 accident was the seventh involving the Dash 8 aircraft type and the second involving a Q400 model. In December 2002, a Changan Airlines Q400 was destroyed when it crashed into a terminal building at Xian-Xianyang Airport, China, while doing an engine runup. There were no fatalities. Since 1988, five other Dash 8s, five -100s and one -300, were involved in accidents that killed 46 people. A Transportation Safety Board (TSB) of Canada accredited representative will be involved in the NTSB probe, as will technical advisors from the TSB, and aircraft and engine manufacturers, Bombardier and Pratt & Whitney, respectively. The NTSB's Lorenda Ward is Investigator-in-Charge of the probe, and NTSB Member Steven Chealander is serving as main spokesperson at the on-site investigation. AviationWeek will continue to report updates as the investigation progresses. See also www.ntsb.gov and www.colgan.com. For links to news coverage and video, see Feb. 13 posts on AviationWeek.com/wings. Photo credit: AP/Wide World source: www.aviationweek.com

Lufthansa Against Airbus Guarantees

Jan 30, 2009

By Jens Flottau

Lufthansa is against the planned government support for Airbus delivery financing. “We want competition, but we want fair competition,” Lufthansa’s Senior Vice-President of Corporate Fleet, Nico Buchholz, told The DAILY. “This [plan] is annoying,” he said on the sidelines of the first Embraer 195 delivery to Lufthansa subsidiary Air Dolomiti in Sao José dos Campos/Brazil. The French government proposed earlier this week to provide around EUR5 billion in export guarantees for Airbus customers that have difficulties finding fincancing for current aircraft deliveries. Due to cancellations and deferrals, Airbus has virtually no overbooking left of its 2008 production and is keen to protect the planned deliveries. Following the French proposal, the German and Spanish governments study similar aid packages, too. In spite of the much-reduced demand, Lufthansa is sticking to its plan to take delivery of 50 new aircraft this year. The acquisitions are paid through its own operating cash-flow and are equivalent to an investment of EUR2.5 billion. Lufthansa no longer expects to take delivery of its first two Airbus A380s this year, but it is still confident to introduce them for the summer timetable in March 2010. Among the 50 new aircraft are the first 15 of 30 Embraer 190/195s on firm order. Five aircraft are earmarked for Air Dolomiti, and 25 are likely to be operated by regional subsidiary CityLine. According to Buchholz, Lufthansa will start the acquisition process for either the Airbus A350XWB or the Boeing 787 in the summer, but a decision this year is “very unlikely. With capacity to be kept flat as a reaction to the global downturn, Lufthansa is actively marketing part of its existing fleet. Five widebodies, including A340s and A300-600s, are up for sale and the airline is also selling some of its Boeing 737-300s. Photo: Lufthansa source: www.aviationweek.com

Updated Apache Flies With New UAV System

Jan 29, 2009

Bettina H. Chavanne chavanne@aviationweek.com

An AH-64D Apache Block III attack helicopter took its first flight recently, equipped with an upgraded version of the video from unmanned aircraft systems for interoperability teaming - level 2 (VUIT-2), called the Unmanned Aerial Systems Tactical Common Data Link Assembly (UTA). The Longbow UTA, as Lockheed Martin is calling it, is a two-way, high-bandwidth data link for Apache aircrews that allows sensor and flight path control of UAVs. During the recent test, the UTA acquired and tracked a Boeing unmanned Little Bird in flight. Apache crews will now be able to exercise control of UAVs at long ranges and receive real-time, high-definition streaming video of their multi-function displays. While VUIT-2 is a federated system, UTA is fully integrated with the Apache Arrowhead Modernized Target Acquisition Designation Sight/Pilot Night Vision Sensor system. The Longbow UTA system, as currently configured by the U.S. Army, consists of either a fire control radar or a UTA, a fire-and-forget radar frequency Hellfire millimeter wave-guided missile and an all-digital M299 launcher. The new system will be fielded beginning in 2012. Image credit: Boeing source: www.aviationweek.com

SAS Finally Sells Major Spanair Stake

Jan 30, 2009

Darren Shannon darren_shannon@aviationweek.com

SAS Group has completed the sale of an 80.1% stake in its Spanish subsidiary Spanair for a nominal price of EUR1 (US$1.28), although the total book loss to the financially troubled Scandinavian airline group is valued at almost SEK4.9 billion, or roughly US$580 million. The definitive agreement was reached with a group of investors from the Spanish region of Catalonia, led by the Consorci de Turisme de Barcelona and Catalana d'Inciatives, SAS said in a Jan. 30 release. Under the deal, SAS will retain a 19.9% stake in Spanair, and as an "industrial partner" will assist in implementing a new strategic plan. This plan "aims at further strengthening Spanair's position in Spain and as the leading carrier in the Barcelona region." Spanair is currently headquartered on the island of Majorca with hubs in Barcelona and Madrid. The sale, although nominally for EUR1, will account for almost SEK4.9 billion of losses in SAS's fiscal 2008 financial results. Of this, SEK1.6 billion is from lost goodwill in Spanair accounted for in the first three quarter of fiscal 2008, SEK1.3 billion in lost earnings before tax, SEK914 million in restructuring costs, SEK712 million in lost capital, and SEK273 million in a write-down of deferred tax assets. Almost SEK2.2 billion of this will be accounted for in SAS's fourth quarter results, including the entire capital loss. SAS has also committed EUR50 million in potential funding for the new Spanair, and confirmed that it will pay EUR18 million worth of Spanair's loans. The purchase agreement also allows SAS to convert EUR20 million of its debt into Spanair equity, and retains EUR99 million of Spanair's debt to its previous owner. "We are confident that we have now secured a platform for Spanair as a Spanish-based company with Spanish majority owners," said SAS Group President and CEO Mats Jansson. "Due to unprecedented market conditions, the transaction will have a significant negative impact on the [fourth quarter] earnings of the SAS Group, but we believe that the new owners will secure the future of Spanair and develop the company to the benefit of Barcelona and the Barcelona region. We will retain an interest in Spanair as a minority shareholder to support its strategic plan." Separately, SAS confirmed today the completion of a management buyout of its 47.2% stake in Latvian carrier AirBaltic. That sale, which SAS in December said was "in line with our strategy not to maintain minority holdings in our airlines," raised about SEK175 million in capital for the Scandinavian airline group. On Jan. 14 SAS also announced it had divested its holding in Mallorca-based carrier AeBal, which operated five Boeing 717s for Spanair. SAS posted a net loss of SEK200 million because of that divestment. Photo: Marek Slusarczyk via Wkipedia source: www.aviationweek.com

Airbus 2008 commercial results

15 January 2009

In 2008 Airbus delivered a new record number of 483 aircraft, 30 more than in 2007. This number is made up of 386 A320 Family aircraft, 85 A330/A340 and 12 A380s. The order intake in a difficult year was remarkably strong. Overall, Airbus won 777 net orders (900 new gross orders) valued at US$100 billion at catalogue prices or 54 per cent of market share of all aircraft units over 100 seats. These include 472 A320 Family aircraft, 138 Long-Range aircraft (A330/A340) and nine A380s. The recently launched A350 XWB won 163 new firm orders increasing the total to 478 from 29 customers, making it the fastest selling aircraft in aviation history. At 2008 year end, Airbus had increased its backlog to a new record of 3,715 aircraft. These figures underline the continuing strong demand for Airbus products. Airbus’ turn-around programme, Power 8 again exceeded targets for the second year in a row, delivering cost savings of about 1.3 billion Euros. The savings are over half way towards the 2010 objective and Power 8+ will add a further 650 million euros in savings by 2012. In 2008 Airbus has also successfully completed its aerostructures strategy. The former Airbus site in Laupheim and Filton’s manufacturing unit were sold to leading partners. The German sites Nordenham, Varel and Augsburg were merged into Premium Aerotec and the French sites Meaulte and St. Nazaire Ville into Aerolia. The two companies became fully operational on January 1st, 2009. They are well positioned to become major players on the global market. These divestments and restructuring allow Airbus to concentrate on its core activities of aircraft architect and integrator, while capital investments, risks and benefits in developing new aircraft technologies are shared. “We all know that 2009 will be a very challenging year for the aeronautics industry. At Airbus we are prepared and confident: our leadership team is aligned, our workforce is motivated again, integration is progressing well and we have a solid financial basis, thanks to our improvement programs, our prudent cash and production management, and our strong orderbook,” said Tom Enders, Airbus President and CEO. Airbus is an EADS company.

Read the press release in French.

Read the press release in German.

Read the press release in Spanish. source: www.airbus.com/en/

Singapore Airlines takes delivery of first A330

21 January 2009

Singapore Airlines has added a new Airbus type to its fleet with the delivery of its first A330-300. Acquired under a lease agreement with Dublin-based AWAS, the aircraft was handed over to the airline at a ceremony in Toulouse today attended by Mak Swee Wah, Executive Vice President Operations and Services, Singapore Airlines, Frank Pray, President and Chief Executive Officer of AWAS and Tom Enders, President and Chief Executive Officer, Airbus. Powered by Rolls-Royce Trent 700 engines, the A330 fleet will be operated by the carrier on regional and medium haul routes, initially linking Singapore with destinations in Australia and Japan. The airline is configuring its A330s in a high comfort layout seating 285 passengers in two classes, with accommodation for 30 in Business Class and 255 in Economy. The A330 joins an existing Airbus fleet at Singapore Airlines that includes the double deck A380 and the ultra-long haul A340-500. The carrier has also selected the all-new A350 to meet future requirements in the mid-size widebody category, with the delivery of 20 aircraft on firm order due to begin in 2013. "The delivery of the A330s continues the ongoing process of renewal of our fleet," said Mak Swee Wah. "These aircraft also help fill capacity gaps in the regional and medium haul fleet prior to the delivery of the next generation of wide-body airplanes, such as the A350, in future years." "The delivery of these new aircraft also provides us the opportunity to enhance our product offering to customers on regional and medium haul routes. This reaffirms our commitment to constant innovation of the products and services we offer to customers, tailored around their needs on particular flights." Frank Pray, President & Chief Executive Officer at AWAS said: "This is the first of six A330 aircraft that AWAS will deliver to Singapore Airlines over the next year. This significant delivery marks the beginning of our goal to further diversify our aircraft portfolio and broaden the appeal to our airline customers. We are delighted to add Singapore Airlines, a premium global carrier, to our list of valued customers. "This delivery marks another milestone in the long partnership between Singapore Airlines and Airbus," said Tom Enders. "With the super-efficient A330 in its fleet the airline will be able to take full advantage of the aircraft's proven passenger appeal and low operating costs, while also benefiting from its high level of commonality with the A380 and A340." Tom Enders added: "Today's delivery also strengthens our relationship with AWAS, whose confidence in the A330 underscores the attractiveness of the aircraft within the financial community as a strong asset offering excellent returns on investment and high residual values." The twin engine A330 is one of the most widely used widebody aircraft in service today. To date, Airbus has won more than 1,000 orders for the various versions of the aircraft. More than 550 A330s have already been delivered and the aircraft is currently flying with over 70 airlines worldwide. Airbus is an EADS company.

Read the press release in French.

Read the press release in German.

Read the press release in Spanish. source: www.airbus.com/en/

Support For More F-22 Soars in Congress

Jan 20, 2009

By Amy Butler

Even before President-elect Barack Obama to takes office Jan. 20, U.S. lawmakers are making a push in letters addressed to him to secure the future of the stealthy F-22 production line in Marietta, Ga. Sens. Saxby Chambliss (R-GA) and Patty Murray (D-WA) sent a letter to Obama Jan. 16 requesting funding for production for the twin-engine fighter. Citing a flyaway cost reduction of 35 percent, the senators also say the end of the fighter’s production could further drain the U.S. economy in the midst of a recession. A decision is needed by early March to avoid gaps in the production line. Flyaway cost is now estimated at about $153 million. Lockheed Martin has seen approval to produce 187 fighters, but the Air Force continues to say it will require more of the aircraft to handle future threats such as the SA-20 and S-300/400 advanced air defense systems thought to be proliferating among potential adversaries. A similar letter is being circulated among House members and is said to have at least 150 signatures. Though departing Deputy Defense Secretary Gordon England has been cool on the idea of continued F-22 production, Defense Secretary Robert Gates - who is staying on under Obama - has signaled interest in at least considering additional buys. The senators, in their letter, claim the F-22 “provides over $12 billion of economic activity to the national economy.” Layoffs are likely if the production line doesn’t receive additional funding. The F-22 program is estimated to cost $64.5 billion, including the research and production phases. Photo: USAF source:www.aviationweek.com

Airbus Hopes To Slash Production Times

Jan 15, 2009

By Robert Wall

Airbus hopes to slash by 30% the time it will take to complete final assembly of its widebodies, beginning with production of the A350XWB. By first assembling the fuselage, Airbus can start working on the interior of the aircraft even as other efforts, such as wing join, continue at the same time, says A350 Program Director Didier Evrard. The approach will also lead to earlier power-on. Overall, Airbus expects the final assembly process for an A350 to take about 2.5 months. The airframer today broke ground on the final assembly building for the A350 in a 53,000-square-meter facility with another 21,000 square meters of office space. The event comes after Airbus completed Maingate 5 — or design freeze — of the aircraft late last year. “Now we are entering full speed into the industrial phase,” as well as detailed component design, Evrard says. The milestone review identified some issues that need to be sorted in the coming months, including making sure that all suppliers are up to speed on working with the combined digital mock-up Airbus is using to design the aircraft, Evrard says. However, the main issues, such as entry into service and production ramp-up, were not altered, he says. The A350-900 is due to enter service in mid-2013. The design freeze for the later versions, the -800 and -1000, will follow, but because the -900 is the centerpiece of the aircraft family, its Maingate 5 review was deemed particularly critical. Bregier says that the next phase of the program is also critical and that “we will face additional problems.” However, he voices confidence that there is a spirit of openness that will allow problems to be identified early and addressed, rather than being ignored, which has caused delays on other projects, such as the A380 and A400M. Airbus has secured 478 firm orders for the A350 from 29 customers. Photo: Airbus source: www.aviationweek.com

Frankfurt To Get Fourth Runway With Limits

Jan 16, 2009

Jens Flottau/Frankfurt jflottau@freenet.de

Frankfurt's international airport has been cleared for expansion by Hesse's Administrative Supreme Court. The airport can soon begin to build a fourth runway north of the current airport perimeter with an opening date of 2012. But Fraport and main operator Lufthansa also have to deal with the court's preliminary statement that the planned night flight restrictions are not far reaching enough. Frankfurt airport has been trying to expand for many years. Its growth rates have been below industry average because of the capacity limits. Lufthansa transferred a significant part of its long-haul growth to Munich, now its second hub. The fourth runway will only be used for landings to take into account noise abatement. It will nevertheless enable the airport to increase hourly movements from around 80 to over 120. Ground work is planned to begin as soon as early February, according to Fraport plans. The airport also wants to open a third main terminal on the South side of the airport in 2012. It is not clear yet who will use the facility, but Lufthansa is expected to remain in the main terminal 1. A final decision on the night curfew will be made separately. But the court indicated that it will likely not uphold the currently planned regulation. The regional government wanted to allow 17 movements between 11 p.m. and 5 a.m. in spite of the fact that in a previous agreement with communities it had promised a total ban on night flights. Lufthansa has applied for a total of 41 nightly movements, mainly for its subsidiary Lufthansa Cargo. The International Air Transport Association (IATA) said that while it welcomed the decision to expand, "severe restrictions on night flights constrain international cargo operations and will hurt economic growth. This should be reconsidered in a future court ruling." Photo: Fraport AG source: www.aviationweek.com

NTSB Probes US Airways Hudson Crash

Jan 15, 2009

Frances Fiorino fiorino@aviationweek.com

A National Transportation Safety Board Go Team is preparing to leave Washington National Airport at 6:30 p.m. for New York City, where a US Airways A320 crashed into the frigid waters of the Hudson River this afternoon. Flight 1549 departed New York LaGuardia's Runway 4 at 3:26 p.m. with 151 people onboard bound for Charlotte, N.C., according to FAA spokesperson Diane Spitaliere. The A320-210 (N106US) powered by two CFM56-5B4/P engines then suddenly "made a sharp left turn" and crashed west of Manhattan, in the vicinity of 50th St. New York City emergency rescue crews sped to the scene to help evacuate passengers from the aircraft, which was afloat in the river. New York, like much of the East Coast, today was in the icy clutches of an Arctic air mass that plunged outside air temperatures to below 20F. As is the case in the immediate aftermath of any accident, little or no accurate information is available about the cause of the crash or the number of fatalities or survivors. Local law enforcement told the FAA that everyone onboard was safe and accounted for, but the agency says it is unable to directly confirm the information. One passenger onboard Flight 1549 told local news media that he believed everyone was able to get out safely. Observers in office skyscrapers with the clear view of the crash site said the aircraft narrowly missed hitting buildings. Another eyewitness said it "appeared as though the plane was gliding. It came in nose up and it appeared as if the belly hit first with an enormous splash that covered the whole airplane. When the mist cleared, the plane was simply floating on the water. Within seconds the doors exploded open and a life raft inflated. Passengers walked onto the wings. Within two minutes ferry boats surrounded the plane and assisted the passengers." At about 4:25 p.m. one observer about a mile downriver watched an eerie sight: a partially submerged A320 floating down the river toward the southern tip of Manhattan. The FAA confirmed the aircraft was at that location, in shallow waters, at that time. US Airways has confirmed the details of the crash. According to Aviation Week's World Aerospace Database, the carrier operates 75 A320-230s and -210s out of a total 201 A320-family aircraft. The NTSB, which will lead the investigation, will recover the aircraft from the river for examination. The safety board is planning to provide an update on the investigation late evening Jan. 15 and will continue to release accurate accident details as they become available. Photo: AP/Wide World source: www.aviationweek.com

Gripen Denies It Failed MMRCA Evaluation

Jan 16, 2009

By Neelam Mathews

Gripen is denying a news report in a local daily claiming the company will be left out of field trials for India’s Medium Multi-Role Combat Aircraft (MMRCA) competition because it didn’t make the grade with the Indian Air Force’s Technical Evaluation Committee. The technical report is said to have been submitted to the Indian ministry of defense in mid-November of last year. It now has to be approved by the ministry before the field trials can begin. Eddy de la Motte, director of Gripen International in India, told Aerospace DAILY, “Whether any of the competitors has failed to meet the cut for field evaluation or not is a question that should be put to the Indian Air Force. We firmly believe the report does not have any basis and the news is incorrect. “Gripen meets or exceeds every operational requirement raised by the IAF in all roles — air-to-air fighter, [beyond visual range/within visual range], air-to-surface land and sea, and reconnaissance,” de la Motte added. The six contenders for the 126-aircraft program also include Boeing’s F/A-18E/F, Lockheed Martin F-16, EADS Eurofighter, Dassault Aviation’s Rafale and the Russian Aircraft Corporation’s (RAC) MiG-35. “It defeats the purpose for the air force not to experience all the six aircraft,” one senior official said. “We have nothing to lose to check them all out.” This substantiates another source that tells Aerospace DAILY that all six contenders are scheduled to participate in hot/cold trials beginning in April. There has been speculation that with India’s indigenous Light Combat Aircraft slated to enter production in 2012, the Gripen acquisition may become extraneous. However, Gripen says it is not competing with the LCA. “In fact, the LCA program could benefit immensely from this array of technology, which Saab is happy to transfer,” de la Motte said. The Gripen IN is a medium-weight multi-role fighter aircraft with a maximum takeoff weight 16.5 ton. The company says it is on schedule for delivery ahead of the other aircraft in contention for the MMRCA program. Gripen has indicated that a “wide range of state-of-the-art weapons can be sourced from manufacturers worldwide, giving the Indian Air Force freedom of choice by avoiding sole source supply constraints.” Photo: Gripen source: www.aviationweek.com

LaHood Letter Shows Support For AA/BA

Jan 8, 2009

By Adrian Schofield/Aviation Daily

Barack Obama’s pick for Transportation Secretary, Ray LaHood, has previously urged DOT to approve the American/British Airways joint venture proposal, raising the likelihood that LaHood would have to recuse himself in this high-profile case. LaHood wrote to DOT regarding the AA/BA issue on Sept. 24, although the letter has only just been posted on the docket. At the time, he was still a congressman from Illinois. It appears to be a form letter signed by LaHood for an airline with a strong presence in Illinois, but it could cause accusations of bias from opponents of the AA/BA deal. “As part of the confirmation process, these types of issues will be thoroughly reviewed by the appropriate ethics officials,” a DOT spokeswoman said. Washington sources spoken to by The DAILY believe DOT lawyers would likely recommend LaHood’s recusal. This would not be that uncommon — former Transportation Secretary Norman Mineta, for example, recused himself in DOT dealings with United as his wife was a former flight attendant for the Chicago-based carrier. The AA/BA issue could be raised during his confirmation hearing, but it would be unlikely to be a major hurdle. One source noted that in writing the letter, LaHood was acting entirely appropriately as a representative for his district. Opinions are divided about whether LaHood’s recusal would slow down the decision process. An industry observer said it will take time for the Obama Administration to nominate a deputy secretary and other political posts at DOT, and an acting deputy may be hesitant to sign off on a contentious decision like this. In his letter to DOT, LaHood expresses his support for the joint venture, as well as for the antitrust immunity application filed by oneworld carriers American, BA, Iberia, Finnair and Royal Jordanian. The letter lists many of the arguments used by American and BA, such as the oneworld carriers needing ATI to compete with the other two alliances that dominate the transatlantic market. The joint venture would “have a positive impact on air travel by offering customers more service, scheduling and pricing options.” DOT Acting Assistant Secretary for Aviation and International Affairs Michael Reynolds replied to LaHood’s letter on Oct. 8, acknowledging receipt and explaining the regulatory process that will be followed. As the proceeding is pending, Reynolds said he “cannot comment on the merits of the case.” However, he said a copy of the letter would be placed on the docket. “I appreciate your interest in this proceeding,” Reynolds said. DOT last month asked for more information before declaring the oneworld applications complete. When the application is deemed complete, DOT has six months to make a decision. Photo: Oneworld sources: www.aviationweek.com

USAF Unveils Energy Program Policy

Jan 7, 2009

By Bettina H. Chavanne

U.S. Air Force Secretary Michael Donley has signed into effect a document the service says will function as the blueprint for its energy initiatives, especially for cutting demand, boosting supply and changing the air service’s energy usage habits. Major goals outlined in the memorandum included cutting aviation fuel-use per operation hour by 10 percent (from a 2005 baseline) by 2015, as well as to “be prepared” by 2016 to “cost-competitively” acquire half of the Air Force’s domestic aviation fuel from a domestic alternative fuel blend. Another goal is to increase non-petroleum-based fuel use by 10 percent per year in the motor vehicle fleet. The Air Force Energy Program Policy Memorandum is an overview of the Air Force’s energy policy, and will be codified in future documents and instructions. The 33-page memo outlines Air Force energy management strategy, goals, objectives and metrics — all in support of the National Energy Strategy. In fiscal 2007, Air Force energy costs exceeded $6.9 billion, with $1.1 billion for facility energy, $5.6 billion for aviation fuel and $229 million for ground fuel. “While great strides in energy conservation and energy efficiency [are] needed to reduce the growing dependency on foreign petroleum products,” the memorandum said, “the Air Force must manage energy resources to ensure that energy reduction goals are met or exceeded.” Photo: DoD source: www.aviationweek.com

Boeing Rules Out 787 Window Change

Jan 9, 2009

Guy Norris/Orlando, Fla. guy_norris@aviationweek.com

Boeing plans to complete firm design configuration of the stretched 787-9 version in the second half of 2009, but to save weight, it will not be restoring window positions lost as a result of fuselage join issues. The passenger windows on the initial production 787-8 aircraft are missing a window on each side at locations fore and aft where the pre-assembled fuselage Sections 46/47 and 41/43 are mated. Although designed with a continuous window line, the mating area between the sections required strengthening when attached, forcing Boeing to omit the window along the join line. Re-design studies showed that strengthening the fuselage join area to re-insert windows was "very complex" and would cost "hundred of pounds" in additional weight, says Tom Cogan, the former 787 chief project engineer, who became director of airplane product development in July 2008. The loss of a window in the forward Section 41/43 join is not considered a major setback as this is close to the 'door two' galley and lavatory block which does not need one. The missing window further aft by the Section 46/47 join is a more serious issue, as this section of the cabin is for seating only. However, Cogan says at least one seat row on existing Boeing products is currently blanked off because of air conditioning ducts running up the inside of the fuselage, and that airlines have always adapted to this. Ironically, Boeing made special efforts to widen the windows on the 787 cabin by taking advantage of the fuselage structure's composite material to route internal systems through narrower spaces between windows than would have been possible on a conventionally built airframe. Cogan, who was speaking at the New Horizons forum organized to coincide with the AIAA aerospace sciences meeting in Orlando, Fla, this week, acknowledged that the program continues to face "big challenges, but by and large it is looking very positive." Cogan had been on the 787 and preceding Sonic Cruiser since 2001, describes his appointment away from the troubled program as "a bitter sweet change," but adds the change allows him to take stock of the progress made-to-date. "It is going well for the most part but obviously we are not where we wanted to be on the schedule. The things we were most worried about, like being the first large aircraft to be made out of composite, and whether we knew how to do it, or if we could make it work, turned out not to be the real issue. As it turns out it, it is the small things like fasteners that keep an aircraft from flying. It is something we tried to pay attention to and one of the things that caused us to be late. But our customers are hanging with us because they know this is a good aircraft they need. They're being patient and it will fly." Cogan adds the broad target remains of mid-2009, though internal Boeing schedules point to a first flight target of late April. Cogan also acknowledges the baseline aircraft "is a bit heavier than what we thought. We set a very aggressive target and we learned things along the way such as having electro-magnetic interference protection and designing for that and other changes we added a bit more weight. This does detract a little bit from performance but we still think it will be around 20% more efficient than anything today." Being more specific, however, Cogan clarifies this adding "compared to the 767 it's not quite 20%, but in that order. Analytically we're doing quite well, but we just don't know how well until we fly. All the indications are today that we'll get it." As for lessons learned, Cogan fell short of the criticism of the program partnerships meted out by former 787 vice president, Mike Bair, following his 2006 departure from the effort. He did, however, acknowledge the need for some change. "As for the model we used on international collaboration we'd absolutely do it again, though there are some details we'd probably fine tune a little bit - this was a first on this scale. We'd also worked with a lot of these partners on the 777, though in hindsight we'd change a few things, but just fine tune it. What's important for us is to draw on that intellectual property - we think we have the best technology available." AviationWeek.com photo by Jennifer Michels source: www.aviationweek.com