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