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