AEROSPACE / OCTOBER 2014

USA: Periodical postage paid at Champlain New York and additional offices. Postmaster: Send address changes to IMS of New York, PO Box 1518, Champlain NY 12919-1518, USA. ISSN 2052-451X 24 Technology ― friend or foe? What can the offshore helicopter sector learn from fixed-wing pilots about advanced automation on the flightdeck? 38 34 Future projects Radical aerospace concepts envisioned by students from Loughborough University. 36 Training the next generation Facing the future skills shortage challenge. Andrew Drweiga Embraer NEWS IN BRIEF ?????? ???? ???? ??? ??? ????? ????? ?????? ?????? ???? ???? ??? ??? ????? ????? ?????? ?????? ???? ???? ??? ??? ????? ????? ?????? ?????? ???? ???? ??? ??? ????? ????? ?????? ?????? ???? ???? ??? ??? ????? ????? 4 Radome AEROSPACE / OCTOBER 2014 INTELLIGENCE / ANALYSIS / COMMENT Cockpit No crew size is given but the design does seen to indicate a two-pilot flight deck. It also features crew rest areas. Given the BWB flying-wing configuration, it also may be inferred that flight controls would need to be fly-by-wire (FBW). Hybrid propulsion This future cargo aircraft uses a radical hybrid propulsion system, with one central-mounted turbofan and two large ducted electric fans fed by fuselage intakes. Komarov's blue- prints show a large space for batteries on the top fuselage — indicating that perhaps the intention is that the conventional engines recharge the batteries in-flight. Though no thrust ratings are given, the design goal is a 4,000km range with a payload of 80t. Thrust vectoring Designer Komarov has also included thrust vectoring in the concept for enhanced short- fi eld capabilities. The chevron-style engine nozzles from the electric ducted-fan engines are able to direct the exhaust/air flow to provide additional lift. Furthermore, the top turbofan position between the V-tail would also shield jet noise to the ground. Alexey Komarov Landing gear Maximum take-off weight is 270t. The aircraft features an 18-wheel landing gear with eight-wheel double main undercarriage. Alexey Komarov W W W AIR TRANSPORT Future hybrid cargo BWB A runner-up in a recent design contest from Russia's Volga-Dnepr air cargo group was this concept for a V-tailed blended-wing body (BWB) freighter aircraft from Alexey Komarov, a graduate of Stroganov Moscow State University of Arts and Industry. As well as the BWB configuration, the concept for the airlifter incorporates a unique three- engine electric-hybrid propulsion concept — with two large electrically-driven fans and a third conventional turbofan. As well as its hybrid-electric green credentials, the design also promises to be ultra-quiet, thanks to chevron-style exhaust nozzles, buried engines and a shielded turbofan. 5 OCTOBER 2014 f i @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com Payload The cargo bay profi le is 7m x 4m square and features a rear loading ramp. Maximum payload would be 90t. Wing Fitted with winglets the, wingspan of this aircraft is 80m, giving a wing area of 766m2. Military One illustration shows the unnamed BWB in splinter camoflauge, sug- gesting this could be developed as military airlifter too. Alexey Komarov Alexey Komarov 6 Radome AEROSPACE / OCTOBER 2014 NEWS IN BRIEF Airbus has celebrated 20 years since the introduction of the Beluga transport aircraft. Air France-KLM is to invest €1bn to expand its Transavia low-cost carrier. The plan is to expand the fleet to over 100 aircraft with the creation of up to 250 new pilots. Turkish Aerospace Industries has delivered the last four of 41 upgraded Lockheed Martin F-16A/ Bs to the Pakistan Air Force. The upgrade work, which began in 2010, includes avionics and structural modifications. Arianespace has announced six new contracts for commercial satellite launches using Ariane 5 rockets. The launches, which are scheduled for 2016 and 2017, are for KTsat’s Koreasat 7, Avanti Communications’ Hylas 4, Intelsat 36, Japan's Sky Perfect JSAT Corp’s JCSAT 15, Al Yah Satellite Communications Co’s Al Yah 3 and Indonesia's Telkom 3S satellites. Saudi Aviation Flight Academy is to establish an Upset Prevention & Recovery Training (UPRT) course with an Extra 330LX. Dutch air accident investigators have announced that the Malaysian Airlines flight MH17 which went down over the Ukraine in July broke up in mid-air after the Boeing 777 was hit by multiple objects at high velocity. A total of 25 pieces of metal have been recovered from baggage and bodies which could identify the missile. Australian flag carrier Qantas has announced record annual net losses of A$2·8bn from the year to June. The loss, the biggest ever for the airline, was due in part to a A$2·6bn write-down on its fleet. The carrier is also facing increased competition in Asia-Pacific. France has reversed an earlier decision to continue the delivery of two Mistral helicopter carriers to Russia due to the ongoing crisis in the Ukraine. The French government said that conditions are ‘not right’ for the delivery of the ships, the first of which DEFENCE AEROSPACE Google has announced that it has been developing and testing UAVs for the past two years at a site in Australia. Developed by the company’s R&D TBM 900 pressure loss On 5 September, a Socata TBM 900 crashed into the sea off the coast of Jamaica after the pilot became incapacitated. The aircraft, en route from Rochester, NY, is believed to have suffered a loss of cabin pressure and continued flying until it ran out of fuel. Anti-IS coalition begins to coalesce Google arm, the 1·5m wingspan ‘Project Wing’ UAVs could be used not just for product deliveries but also to carry small objects to disaster relief areas. Google reveals secret UAV project Irish low-cost carrier Ryanair has placed a $10·4bn order for 100 Boeing 737 MAX 200s plus 100 options. Due to be delivered from 2019 onwards, the new sub-variant of the MAX will have 197 seats, eight more than Ryanair’s current fleet of 737s. A total of 30 countries have agreed to support the US in action against Islamic State (IS) militants which currently control large parts of Iraq and Syria. A number of Arab countries have offered to take part in air strikes on IS fighters in Iraq but Turkey has only agreed to allow humanitarian and logistical operations from its NATO air base. The US has assembled a coalition which includes Egypt, Iraq, Jordan, Lebanon, Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and the United Arab Emirates (UAE). US forces have already conducted around 160 airstrikes against IS forces in Iraq but have currently ruled out the deployment of ground forces. Britain has four Tornado GR4s and a Rivet Joint based in Cyprus carrying out reconnaissance flights while the deployment of Chinooks is also under consideration. Meanwhile, France has also begun reconnaissance flights with French Air Force Rafales while Australia is to send 600 personnel to the UAE, including six FA-18 Super Hornets and support aircraft. The US has promised to send armed Cessna AC-208B Combat Caravans and other support aircraft to Lebanon to counter IS forces. Ryanair launches 737 MAX 200 with 100-aircraft order French Ministry of Defence Boeing AIR TRANSPORT 7 i f OCTOBER 2014 was due to sail to Russia in October. Scientists working on Europe's Rosetta comet probe mission have selected a landing site for the Philae lander on Comet 67P/Churyumov- Gerasimenko. Scientists say the landing, set to take place on 11 November, has a 70-75% chance of success. Statistics published by the National Transportation Safety Board (NTSB) show a fall in the number of civil aviation accidents in 2013 from 1,539 in 2012 to 1,297. The total number of GA accidents was 1,222, a decrease of 249 from 2012. The EU has announced additional sanctions against Russia in the wake of the Ukraine crisis, including defence companies and United Aircraft Corporation (UAC). However, Moscow has indicated it may retaliate against EU countries with a flight ban to European airlines across its airspace — blocking routes to Asia. Southwest Airlines has introduced a new aircraft livery and rebranding named Heart. The US military has put out a request for information for replacement ‘drop-in’ alternate engines for the V-22 Osprey tiltrotor. Currently powered by the Rolls-Royce AE-1107C, the Pentagon is seeking manufacturers to come forward with alternate powerplants of 6,100shp+ and able to fit into the existing nacelles with minimal changes. Under its commercial crew programme, NASA has awarded $6·2bn to Boeing and SpaceX to develop their CST-100 and Dragon astronaut capsules as manned crew transports for the ISS. On 13 August a candidate in Brazil’s presidential election, Eduardo Campos, along with six others died when his Cessna 560 XLS+ crashed during landing in bad weather at Santos, near São Paulo. The Airbus Group has announced it is divesting some of its defence, electronics, securitry and satcomms businesses in a corporate restructuring move. AEROSPACE The RAF’s first Airbus Defence and Space A400M military transport aircraft has made its maiden flight from Seville. The aircraft was flown by Airbus test pilot Ed Strongman on 30 August for a flight lasting 5hr 5min. The RAF has 22 A400Ms on order, the first of which is due for imminent delivery. AIR TRANSPORT Airports Commission rules out ‘Boris Island’ @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com First UK A400M takes fl ight NASA Virgin Galactic A plan to build a brand-new airport in the Thames Estuary to address capacity issues in SE England has been ruled out by the UK's Airports Commission. The Commission, headed by Sir Howard Davies said that the ‘Boris Island’s plan, which is strongly backed by the Mayor of London, would be too costly and provide ‘uncertain benefits’. The Commission said a Thames Estuary airport could cost between £70-90bn, compared with alternative plans at £30-60bn. The decision leaves new runways at either (or both) Heathrow and Gatwick airports as the preferred solution. The Airports Commission is set to publish its final recommendation after the 2015 General Election. SPACEFLIGHT Virgin Galactic schedule slip DEFENCE Sir Richard Branson has revealed that the first commercial space tourism flights of Virgin Galactic are now set to begin in February or March 2015. He has previously said that the first public sub-orbital flights would begin by the end of 2014. Further test flights are set to resume this autumn. Over 700 customers have currently signed up for the $0·25m flights. NASA tests electric tiltrotor NASA has flown a concept demonstrator of a tiltrotor electric aircraft. Called Greased Lightning, it features ten electrically-powered propellers mounted on swivelling wing and tail planes. The first tethered flight was on 19 August and untethered flights are planned for later in the year. AirbusDS AEROSPACE / OCTOBER 2014 8 A Flydubai charter flight from Afghanistan to the UAE was forced to land in Iran on 5 September after the aircraft was told to turn back after the flight plan expired. The aircraft, with 140 passengers on board including US military contractors, landed at Bandar Abbas in Iran before it was refuelled and released. Two air strikes were carried out against Islamist militia targets in Tripoli, Libya, on 18 and 23 August. The attacks are believed to have been conducted by UAE aircraft operating from bases in Egypt. China has launched an intelligence-gathering spy satellite aboard a Long March 4B rocket on 8 September. The Yaogon 21 satellite, together with a video imaging Tiantuo 2 satellite built by the National University of Defence, lifted off from the Taiyuan space centre in northern China. The Japan Nation Police Agency has ordered an AgustaWestland AW109 Power light-twin helicopter. A NTSB report on a fatal crash of a UPS Airbus A300-600F cargo aircraft in Birmingham, Alabama, was due to pilot error linked to fatigue. As AEROSPACE goes to press, Qatar Airways is set to take delivery of its first Airbus A380, after a three-month delay due to issues relating to the cabin interior. The first three A380s were originally due to be handed over in June. India has finally reached agreement with Russia over the development of its Fifth Generational Fighter Aircraft (FGFA) programme. NASA’s Mars Atmosphere and Volatile Evolution (MAVEN) spacecraft is preparing to enter orbit around the Red Planet on 21 September after spending ten months travelling 442m miles from Earth. Once in elliptical orbit, MAVEN will monitor the upper atmosphere of Mars to see how it interacts with the solar wind. Europes’s safety regulator, EASA, has certificated Bombardier’s new Learjet 70 and 75 bizjets. NEWS IN BRIEF Radome DEFENCE AEROSPACE GENERAL AVIATION workforce by 30% down to 14,000, long-haul routes are to be reduced and a new chief executive is to be appointed. MAS, which will become completely owned by state investment company Khazanah Nasional which currently owns 69% of the company, announced. Chinese state media California-based US private airline Surf Air is to acquire up to 65 Pilatus PC-12NG turboprops, worth up to $312m at list prices. The deal breaks down to 15 firm orders and options for another 50 over the next five years. The private airline, which was launched 15 months ago, currently flies three PC-12s for 900 ‘airline’ members who pay a monthly fee for unlimited 'all you can fly' flights to secondary airports in California. With the new aircraft Surf Air hopes to expand its membership, (which has a waiting list of another 350 ready to join), as well as fly to new destinations outside its current Los Angeles/San Francisco-based services, including potential flights to other states. Surf's up for PC-12NG in 65-aircraft order Financially troubled Malaysian Airlines has announced a major restructuring programme following the announcement of a quarterly deficit of $96m following the loss of flights MH170 and MH17 earlier this year. The carrier is to reduce its 20,000 CSeries back in the air Footage from Chinese state TV has shown flight testing of a new Chinese armed MALE UAV – the Rainbow No.4/CH-4, manufactured by China Academy of Aerospace Aerodynamics of China Aerospace Science and Technology Corporation (CASC). The 18m wingspan UAV features a V-tail and has four pylons for munitions. AIR TRANSPORT Bombardier Some three months after it was grounded due to an engine failure, Bombardier’s CSeries airliner has taken to the sky again and resumed test flights. The flight took place on 7 September at the manufacturer’s facility at Mirabel, Canada. Despite the delay, the company is still reported to be aiming to deliver the first aircraft by the end of 2015. MAS to cut 6,000 staff China tests armed UAV i f OCTOBER 2014 9 Japan Air Lines (JAL) has ordered 15 Embraer E170-E1 and E190-E1 regional jets plus 12 options to be delivered from 2015. The carrier has also signed a letter of intent for 32 Mitsubishi MRJ regional jets which it will put on domestic routes in 2021. INFOGRAPHIC: NASA technology spin-offs GENERAL AVIATION From 1 October Sir Michael Arthur is the new President of Boeing UK, succeeding Sir Roger Bone. (see p 50) The AeroSpace and Defence Industries Association of Europe has appointed Vincent De Vroey as Civil Aviation Director and Dr Burkard Schmitt as Defence & Security Director. ON THE MOVE AEROSPACE Goodyear @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com US airship operator Goodyear has launched a new airship designed by Zeppelin NT in Germany. SPACEFLIGHT The 250ft airship, which was named WingfootOne and was assembled in the US, will be based in Akron, Airbus develops ink jet printer for aircraft JAL orders regional jets Airbus has developed ink jet printer technology to apply highly complex liveries to aircraft. The method was developed by engineers from the A320 paint shop in Hamburg and uses an ink jet head spraying cyan, magenta and yellow ink to print designs line by line on to aircraft components up to seven square metres in size. The process is currently still in the experimental stage but Airbus plan to obtain the necessary qualifications to begin using it on the final assembly line in 2015. AIR TRANSPORT Goodyear commissions first Zeppelin NT Great Business Schools Ohio. Two more Zeppelin airships are due to be delivered over the next four years. Royal Navy to get second carrier The UK Government has confirmed it will now bring the second CVF aircraft carrier, the HMS Prince of Wales, into service. The move removes fears that the second Queen Elizabeth-class carrier would either be mothballed or sold off. Airbus 10 AEROSPACE / OCTOBER 2014 antenna: “The ships have got their act together” said Tony Tyler, director general and CEO of IATA earlier this year, “so we’ve got to get our act together”. Tyler was referring to the continuing decline in air cargo business and the realisation that, due to a variety of issues, including regulation, customs requirements plus old-fashioned paper-based systems, it takes far too long for airfreight to reach its final destination. While air freight has opened up many new avenues for international trade over the years, the fact that it can still take seven or eight days from the time of collection to reach its final destination highlights a significant problem that the industry has only recently begun to address. As an industry, air freight has been struggling recently and, while part of the blame can be laid at the door of the global financial crisis in 2008 (plus the subsequent global recession that followed), other issues, such as airline fuel costs that all but tripled between 2004-12, can hardly be said to have helped. Another factor is that e-freight, a system designed not only to take the paper out of air cargo and to replace it with electronic data and messaging, plus assisting in stepping up the quality of service and visibility to users, has been slow in being introduced. It also, arguably, has raised the overall cost of air freight. Launched in 2006, while e-freight is the future, unless the whole air freight industry gets its act together and embraces the new technology available, it will rightly be accused of choosing to remain in the 20th century. As a rule of thumb, the cost of using air freight is roughly ten times the cost of using container ships. While the cost of using air freight has risen sharply in recent years, the principle advantage over shipping is one of speed. But in an industry that relies on freight forwarders and where, unlike the airline passenger industry, there are, as yet, few non-competing cargo- based alliances among the carriers, it seems that, despite efforts to persuade the industry to embrace the 21st century technology, the rationale to do this has passed a large part of the industry by. That said, carriers, freight forwarders, ground handlers and shippers are not alone in Global Outlook and Analysis with HOWARD WHEELDON Has air cargo had its day? failing to accept the relevance and importance of technology change that could ultimately lead to a paperless system of transit documents, including air waybills — customs authorities are equally to blame. Fleet modernisation interrupted Another important factor in what is a fragmented industry is the very slow progress toward achieving ‘open skies’. Outdated and restrictive rules of ownership, over-zealous regulation and the relatively slow progress toward industry liberalisation, remain thorns in the side of air freight. But if the length of time the air freight industry requires to a effect wall-to-wall delivery, combined with higher costs caused principally by raised fuel prices, have scarred the industry, so too, has the cost and impact of recession. This appeared mid-way through a period when some of the largest air cargo carriers were actively engaged in modernising their aircraft fleets. The world fleet of freighter aircraft currently comprises 1,645 aircraft, of which, according to Airbus, 1,001 are passenger aircraft conversions and 644 new-build. With rising fuel costs are serious problem, the Airbus forecast data tells us that there are still 170 mid-size freighters over 30 years old. Nevertheless, it is true that the financial crisis impact, magnified by high fuel prices, has seen numbers of older freighter aircraft replaced to the point that 26% of the total installed cargo fleet today is less than 15 years old. The figures also emphasise that in terms of acquiring newer aircraft there is still a long way to go in terms of fleet modernisation. Indeed, Airbus forecast that over the next 20 years the air cargo industry will require over 1,800 converted passenger aircraft plus at least 870 new-build freighter aircraft in small, medium and large sized categories. Minnows vs whales? Air freight may be a minnow in comparison to container shipping and other forms of maritime transportation — the figures are approximately 43 million tonnes carried by air in 2012 compared to 8·8bn tonnes carried by sea — but it is equally true to say that, by value, air transportation accounts for 30% of all world trade carried. Of this, around 60% is estimated to be carried on dedicated air freighters. 11 OCTOBER 2014 @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com i f UNLESS THE WHOLE AIR FREIGHT INDUSTRY GETS ITS ACT TOGETHER AND EMBRACES THE NEW TECHNOLOGY AVAILABLE, IT WILL RIGHTLY BE ACCUSED OF CHOOSING TO REMAIN IN THE 20TH CENTURY Neither can the importance of the air freight industry, not just as an alternative to sea-based freight carriage but, from an economic and jobs perspective, should not be underestimated. Even with many cargo aircraft laid up today and fewer new cargo aircraft on order than the manufacturers would like, there are still 197 specialist air cargo carriers operating across the world and, as previously mentioned, 1,645 dedicated freighter aircraft. Air freight remains a huge market, particularly to shippers of general cargo, food, mail and express packages. Scheduled air cargo traffic currently accounts for 90% of all world air cargo and, while the aircraft used for freight purposes today are substantially larger than they were 20 years ago, this should be put in context with the fact that the average size of container ships has more than doubled over the same period. Larger more efficient container ships that are better able to compete on cost have also had a serious impact on the international air cargo market. Notwithstanding that container ship traffic growth has far outpaced air cargo growth, it does seem likely that, from an admittedly low base and led by growth in Asia, air freight is likely to move back to its long-term average growth of 3·2% in the coming years. While this is hardly exciting for an industry struggling to come to terms with increased competiton, high costs and a seeming inability to adapt to change, the real question is at what cost growth will be to the industry and that, with aircraft costs rising and permanent uncertainty over fuel costs, will the air freight industry still be viable ten years from now? Other challenges While the economic downturn and rising fuel costs can all be blamed for holding air freight back, it seems to me that it is the manner in which the industry addresses other factors that have conspired to constrain growth that will decide its future. Tougher environmental-based regulations, lack of airport access and tighter security requirements Boeing have also added to operator costs. But the bottom line and the one that must be seriously addressed is the perception that, unless the industry does a lot more to make itself more efficient, meaning acceptance that reducing the time taken from the point of collection to the final point of delivery and making more effort to move to a paperless digital- based system, the air freight industry will likely struggle to gain ground. Boeing forecast last year that, while the world air freighter share of the total commercial aircraft fleet will decline to around 8%, the total size of the worldwide freighter fleet is likely to increase by over 80% by the year 2032. This forecast is not out of line with that of Airbus but although the forecasts of the aircraft manufacturers are usually very reliable, I would question expectations that demands for air cargo services are expected to more than double by 2031. Even allowing for growth of air freight from China and potentially also from Africa, current cargo growth forecasts look rather too high unless there is a significant improvement in cost and time to delivery. What is true though is that if the industry is to be viable then wide-body freighters with their inherent payload and efficiency advantages will dominate the future air freight market by then. IATA estimates that 50% of all air freight carried today is in the belly hold of passenger aircraft. This is a realistic interpretation of where we are and I rather doubt that this will change significantly over the next ten years. Even so, belly load factors of commercial aircraft have declined below 30% over the past four years, albeit that this is still substantially higher than it was when the financial market crash occurred in 2008. Express services have also proved to be resilient and I would suggest that they are more likely to grow rather than contract. The great industry that air freight is and one that will certainly survive but unless it adapts to internal change at a much faster pace, it is also one that would appear to face a constant process of difficulty ahead. AEROSPACE / OCTOBER 2014 12 Transmission LETTERS AND ONLINE Lightning moments Ian Black’s article on the Lightning(1) stirred happy memories. The early 1960s were exciting times at Hatfield. We had the 121 Trident and 125 prototypes under test which, together with my prime responsibility, the 110 Sea Vixen Mk2, provided interesting test work. Also, we had two pre- production P1B Lightnings, XG325 and XG332, for Firestreak and Red Top clearance with which I was closely involved. The air firing range at Cardigan Bay was some 180 nautical miles west of Hatfield. If there was any delay at the range the flight back was always a fuel gauges attention-getter. My longest flight, having eventually had a successful, but delayed, Red Top firing, was a sphincter-tightening 1hour 10mins. (In those days we logged airborne time, not chock-to-chock). Well might Black write: “the Lightning’s endurance is poor (abysmal)” but what a lovely aircraft to have the privilege to fly. A joy. Desmond Penrose FRAeS the tanks actually went by carrying out simple tests. It could be argued that had the real reason for the tragic loss of the Nimrod been appreciated the pressure to cancel the project and leave the UK without a maritime military aircraft might not have been so great. Tony Blackman FRAeS Reaching the Red Bull generation I attended the Red Bull Air Race on 16/17 August with a small team from Get Into Flying; a small organisation relying on volunteers and good will to promote aviation, funded from its two editors’ own pockets. Our team met over 2,000 members of the public in person, with more than 5,000 estimated to have visited our stand, which comprised of little more than an ASG-29 glider. Few of the crowd had any aviation knowledge or experience, and most were surprised at the accessibility of gliding in particular. Being a high- performance machine, many people were also surprised at the technology incorporated into the glider. There was a curious mix of enthusiasm, curiosity and naÏvety toward aviation that made our visitors almost ideal for those of us wishing to pass on the aviation ‘bug’. For their part, Red Bull seemed eager to display aviation prominently, but I discovered early on that they are far from aviation experts; being unfamiliar with UK aviation infrastructure, regulation and organisation. My team found ourselves driving the preparations for the display, and using our own initiative to provide options to continue, as Red Bull, under the pressure of airspace versus movements, scratched our plans to fly in more aircraft. As a result, we found ourselves as the only exhibitor at the show actively promoting general aviation as a leisure activity, thankfully supported by Kairos Aviation and Cirrus Aircraft. Young people in particular connect to the Red Bull branding and philosophy; a powerful tool through which aviation might be cemented in their minds as something inspirational, interesting and ‘cool’. They are an excellent means to reach out to an audience that, if those that I met are representative, would love to get involved. If we want to get their attention though, we must try harder to make aviation relevant to them. Although not traditional, companies like Red Bull might be the best opportunity we have. Jonathan Duke RAeS NAL The second English Electric P1B Lightning, XA853. air-to-air refuel, or to carry out a modification on the blow-off valve outlets of tanks 1 and 6 to prevent the fuel running down the skin.’ It is remarkable that the BAe warning was ignored not only by the firm itself but also by the MoD. The Haddon-Cave Inquiry found this report but did not understand its implication which warned that blow-off fuel might be going into the pre-cooler intake where the temperature was 400°C and any fuel would immediately be set alight. From the accident investigation evidence which showed that the tail-pack warning occurred first followed much later by the bomb bay fire warning it is clear that that is exactly what happened to Nimrod XV230. Had the cooling pack been switched off the accident would never have happened. There seems to be universal acclaim for the Haddon-Cave Report but it is interesting that no attempt was made by the Inquiry to find out where the blow-off fuel from MAA and Nimrod Ref the article on the MAA(2) there can be little doubt that military air safety has been improved by the Haddon-Cave Report but, unfortunately, it was done unnecessarily at the expense of the Nimrod by misidentifying the source of the fire. Sadly nothing can bring the aircraft and the crew back but the fact remains that the Nimrod crashed not by having a fundamentally bad fuel system as suggested in the Report but by lack of flight testing and not understanding the prophetic warning given by BAe in 1985: ‘There may be some cause for concern with regard to the wetted surfaces caused by a discharge of fuel and it is suggested that tests are made in flight using a coloured dye to study the behaviour of liquid in relation to the various ports and intakes, particularly the tail-pack pre-cooler in the bottom of the rear fairing. If the liquid is found to enter this intake, it may be necessary either to switch off the tail pack before commencing Red Bull Air Race on 16 August at Ascot Race Course. Red Bull i f @aerosociety linkedin.com/raes facebook.com/raes www.aerosociety.com 13 OCTOBER 2014 OnlineAdditional features and content are available to view online at http://media.aerosociety.com/aerospace-insight 1. AEROSPACE, September 2014, p 38, Bolt into the BLUE 2. AEROSPACE, September 2014, p 10, Antenna 3. AEROSPACE, September 2014, p 30, The SAM threat and civil aviation Kenneth P ATM Expert & Business Analyst [On the decision not to continue development of a Thames Estuary airport] It seems self-evident to me that a two-pronged approach is required: Tactical — addressing the IMMEDIATE need for increased runway capacity at a hub airport and strategic — planning for a long-term solution within easy reach of (dare I say it) London. If an integrated transport policy is to be pursued, then other transport elements, such as HS2 and Crossrail, need to be considered in the mix. There are air traffic management and air safety issues that have been raised by UK NATS that preclude a site east of London, as well as environmental and infrastructure issues. West of London there is the M4 motorway, with its associated commercial activity and the Great Western Railway which is being upgraded, including electrification, as part of the Crossrail project. Also to the west, there are several disused or abandoned military airfields, offering at least a start on any ‘new’ strategic airport project: Greenham Common is but one example of many. Desmond H. Training Captain Boeing 777/787 at British Airways We live on an island, space and peace have a value to us all. In this day and age with the technologies available to us why should we be destroying our environment @aerosociety Find us on LinkedIn Find us on Facebook. www.aerosociety.com i f i Concept art for proposed Thames Estuary Airport showing underground rail links. with construction and noise when such grand solutions and some foresight, imagination and optimism could bring so much benefit to all of us. EVERY argument against the estuary airport has been from people with a vested interest in Heathrow. Who was the CEO of LHR’s largest property landlord who warned that the UK would lose £20bn if LHR were to close? Did he honestly think it would close and, if it did, would it not be snapped up for housing, warehousing and distribution, recreational land? Derelict? Really? The arguments for Boris Island are: — Reusing waste or reclaimed land — Give high speed rail somewhere to go and give more of UK direct access to intercontinental flights and include a Eurostar hub thereby reducing European short-haul flying long term. — The Thames barrier will soon be unfit for purpose. Build a new one adjacent to airport and capture tidal power. — Utilise new technologies developed in the UK to harness wind power, for example, Cross-Flow Energy Company (C-FEC). Huge contracts for the likes of RMC, British-produced steel and other materials — A new lease of life for so many businesses. — Create a showcase for British ingenuity. Currently our showcase airports are distributed around the globe — Why is Amsterdam any more of a problem than Gatwick or Stansted is to Heathrow? We are aiming for Eurocontrol anyway, the airspace arguments are a total fabrication in my view. — Involve Europe, the Dutch can reclaim the land, (they’re good at that) and they have already done a load of research back in the Foulness days. — Logistics? Anyone notice that BA bought a refinery to produce biofuel? Where? The Thames estuary. Has anyone factored in the costs of transporting said fuel by road to LHR? — Finance? Plan A, tell the banks they owe the nation and should provide sensible funding — it’s actually only about the same as the proposed high-speed railway with far more obvious benefits and way fewer environmental issues. Plan B, as in Severn Barrage, Middle East investors would bite your arm off for such a long-term project. — And how about this? Maasvlakte 2? The extension of Rotterdam’s Europort making it the biggest computerised harbour in the world linked into a highly sophisticated rail distribution system, about €40bn I believe. See any fuss over that? The cost? The location? The effect on ship traffic through the Channel? No, same incidentally as no fuss over the hundreds of hectares of UK territorial waters and land now blighted with pretty well useless windmills. — We lack foresight, too busy looking at this year’s profit and next year’s election. Where WILL we be in 30 years? What will three runways at Heathrow look like then? Develop Greenham Common? Can you imagine the protests? I think even I will buy a tent and I live nowhere near it! In case you haven’t guessed, I am really sorry that the idea has been dropped. It’ll be back one day but long after we’ve already destroyed half our country with concrete and railway lines to nowhere. @elarastar [On seeing the two Lancasters together] Saw them fly up the Solent ... so emotional. What an amazing sight and sound. Could watch them all day ... fosterandpartners @PeteNorth303: [On defending airliners against missiles]@AeroSociety Your piece on MANPADs last month(3) was really useful. Worthwhile insight you don’t get from mainstream media. @F00_F1ghter [On EU sanctions against Russia] I guess the next probable step from Russian gov, if this will hit UAC, will be cut of titanium supplies to Boeing and Airbus. @davidseall Fascinating #aerosociety Cody Lecture last night by Sir Donald Spiers on the life and times of the Harrier. It was both informative and entertaining. 14 AEROSPACE / OCTOBER 2014 SPACE UK spaceports Reaction Engines As well as providing access to space, a UK spaceport could also act as a base for very high speed intercontinental air travel aircraft, such as this artist’s concept of the Long-Term Advanced Propulsion Concepts and Technologies LAPCAT A2 hypersonic aircraft concept based on Reaction Engines’ Skylon spaceplane design. At the 2014 Farnborough Air Show in July, UK Aviation Minister Robert Goodwill and the Chief Executive of the UK Space Agency Dr David Parker, announced that the UK government had identified eight potential sites for a future UK commercial spaceport, six in north and northeast Scotland, one in Wales and one in Cornwall (see left). The announcement of the spaceport sites is the latest stage of an ambitious plan to move the UK to the forefront of the European space industry. While the UK’s domestic space industry is already strong in certain areas, including satellite manufacture, space systems, rocket motors, high- pressure storage and pumps, low-weight structures and autonomous control systems, it currently has no indigenous space launch capability and is dependent on launch services in other nations. In November 2013, UKspace — the trade association of the UK space industry — published the Space Growth Action Plan 2014–2030 (Space GAP) setting out growth targets for the sector with the aim of increasing the UK’s global space economy from its current level of 6·5% to 10% by 2030, increasing revenues from £9bn in 2012 to £40bn in 2030. The Space GAP report identified 15 priority space markets, one of which was low- cost access to space. The report recommended that the UK Space Agency should ‘champion policy and investment to establish a spaceport in the UK by 2018 and identify further reforms to regulation needed to allow commercial space flight in the UK’. Government response In response to the Space GAP report, the Government announced the creation of a cross- departmental National Spaceflight Co-ordination Group (NSCG), chaired by the UK Space Agency, to take forward spaceplane regulation, investments in spaceplanes and the selection of a UK spaceport. Simultaneously with the announcement of the eight spaceport sites came the release of a new technical report prepared by the Civil Aviation Authority (CAA) entitled UK Government Review of Commercial Spaceplane Certification and Operations* which sets out the practical steps needed to achieve the Government’s vision for developing the UK’s space industry. This technical report has been in preparation for 18 months up to May 2014, after being commissioned from the CAA by the DfT in August 2012 ‘to understand better the operational requirements of the commercial spaceplane and spaceport industry’. In particular, the report was tasked to provide an analysis of a number of key areas: The UK Government has announced ambitious plans to open Europe’s first spaceport in the UK by 2018. BILL READ reports on the many challenges that will need to be overcome to make the plan a reality. Fly into space from here: Scotland Campbelltown Airport RAF Kinloss RAF Leuchars RAF Lossiemouth Glasgow Prestwick Airport Stornoway Airport Wales Llanbedr Airfield England Newquay Cornwall Airport (formerly RAF St Mawgan) Spaceport UK i f OCTOBER 2014 @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com 15 Anticipating spaceplanes The CAA has identified a total of eight companies currently developing spaceplane designs (Airbus Defence and Space, Bristol Spaceplanes, Orbital Sciences, Reaction Engines, Stratolaunch Systems, Swiss Space Systems, Virgin Galactic and XCOR Aerospace), several of whom, according to the report, have expressed an interest in operating from the UK. Of these companies, only one (Virgin Galactic) has a spaceplane design that is close to commercial readiness. However, the report expects this situation to change considerably over the next five to ten years. For the UK to be considered as a launch site for such operations, it will need to have both a regulatory regime that permits spaceplane operations and a launch capability in the form of a spaceport. If work towards both goals begins now, the Government anticipates that the UK could be ready to host spaceplane operations by 2018. Making up new rules On the regulatory side, one basic problem to be tackled is that there are, currently, no agreed rules in Europe for the operation of spaceplanes. As spaceplanes are a new class of vehicle, they are not covered by existing legislation which only covers aircraft which fly in the air and spacecraft which fly in space. New international rules need to be developed for the safe operation of sub-orbital spaceplanes which include elements of both space law and aviation law but there is presently no worldwide consensus on what such a regulatory framework should include, or a timetable for developing legislation. As it seems very unlikely that any such international legislation will be in place by 2018, the report suggests that a short-term national legislative solution be found that provides an acceptable level of safety for the ‘uninvolved general public’ and for other airspace users, without placing too great a regulatory burden on operators. One option would be to classify UK-operated spaceplanes as exempt from EASA regulations in a similar manner to experimental aircraft. ● an analysis of actual or anticipated key spaceplane operations and their requirements; ● the potential for growth of the spaceplane industry beyond sub-orbital space tourism and satellite launches; ● the applicability to the UK of procedures and requirements used by the US Federal Aviation Administration Office of Commercial Space Transportation; ● recommendations for the appropriate regulatory framework for commercial spaceplane operations in the UK, include: spaceplane airworthiness; ● airspace and air traffic management requirements; ● flight operations, flight crew licensing and medical requirements; ● regulatory requirements for spaceport operations; ● recommendations for most suitable locations for a spaceport in the UK; ● consideration of the likely environmental impacts peculiar to spaceplane and spaceport operations; and ● an assessment of the value to the UK of commercial spaceplanes and related technologies. The CAA was chosen as the most appropriate body to oversee the technical report, as UK and EU legal opinion has determined that horizontally- launched spaceplanes are aircraft. Spaceplane operations would thus fall within the CAA’s regulatory remit as the UK’s specialist aviation regulator. During the preparation of the report, the CAA consulted experts from the UK Space Agency, the Department for Transport (DfT) and the Department for Business Innovation and Skills (BIS). The Ministry of Defence (MoD) also participated as an observer. The CAA also talked to other regulatory and international bodies involved with space activities, including NASA, EASA, ESA and the FAA (a memorandum of understanding with the FAA was signed at the Farnborough Air Show). The technical report concentrates on the potential of ‘spaceplanes’ ― reusable winged vehicles capable of reaching Earth sub-orbit or orbit that can fly as aircraft while in the atmosphere and act as spacecraft while in space. Some spaceplanes are designed in two parts consisting of a carrier aircraft, which launches a smaller space vehicle, while others can operate as a single unit. The platforms may by manned or remotely piloted. A number of companies are currently developing spaceplane systems with Virgin Galactic expected to be the first to begin ‘space tourism’ flights. The UK government is interested in the opportunities offered by spaceplanes — not just for space tourist sub-orbital flights but also for cheaper access into space for satellites, cargo and scientific payloads and for very high speed intercontinental travel around the world. Projected date of first sub-orbital commercial spaceflight from the UK Projected date of first spaceplane satellite launch from the UK Hybrid engines for commercial aircraft enter testing Orbital spaceplane enters service 2013 2018 2020 2030 Size of opportunity by 2030: £10bn to £20bn 2026 Government reserves £60m for investment in Reaction Engines to support development of hybrid rocket engines THE OPPORTUNITY FOR THE UK AND HOW WE CAN HELP SECURE IT Projected growth of the UK commercial space sector. Based on industry’s estimated fi gure of commercial spaceflight being worth £1bn per year to UK-based suppliers within 20 years, the potential benefit to the UK economy generated from a spaceport could be worth between £10- 20bn over 20 years. The CAA technical review predicts that US-based spaceplane operators Virgin Galactic (WhiteKnight2 and SpaceShip2 above) and XCOR (Lynx below) will be the first users of a UK- based spaceport. Virgin Galactic XCOR Aerspace * Copies of the UK Government Review of Commercial Spaceplane Certification and Operations technical report can be viewed on: https:// www.gov.uk/government/ uploads/system/uploads/ attachment_data/file/329758/ spaceplanes-tech.pdf goovove over over ver ver ver vererernmen nmen nmen nmen nmen nmen nmen nmen nm t/t/t/t/t/t/t/t/t/ em/upload / ds/ CAP 1189 UK Government Review of commercial spaceplane certification and operations Technical report July 2014 CAA Technical Report 16 AEROSPACE / OCTOBER 2014 SPACE UK spaceports THE GOVERNMENT MUST ACCEPT THAT SPACEPLANE OPERATIONS CARRY A HIGHER DEGREE OF RISK THAN MOST NORMAL AVIATION ACTIVITIES, AND THAT PROTECTING THE UNINVOLVED GENERAL PUBLIC SHOULD BE ITS HIGHEST SAFETY PRIORITY aspect of a spaceplane operation. There are four major global agreements, two of which are relevant to spaceplanes: the Missile Technology Control Regime (MTCR) and the Wassenaar Arrangement (WA). WA covers unmanned spacecraft (including satellites) while MTCR covers space launch vehicles (SLVs). The UK and the US are signatories to both agreements. Under the current UK interpretation of the WA and MTCR control lists, the UK does not control manned spacecraft because MTCR specifically excludes the control of manned aircraft and so is unlikely to control manned spaceplanes. WA specifically controls only manned spacecraft designed or modified for military use. In the US, manned sub-orbital and orbital spacecraft are on the US Munitions List (USML) and therefore subject to the US International Traffic in Arms Regulations (ITAR). This is because they have a Category I rocket motor and so are defined as MTCR Category I systems. As the situation currently stands, US spaceplane manufacturers would not be allowed to export their goods to the UK. ITAR places restrictions on potential discussions and information-sharing between spaceplane operators and non-US citizens. If strictly enforced, it would severely restrict any commercial opportunities for UK companies to supply spaceplane operators. It would also limit the potential for knowledge transfer. Furthermore, the CAA or other UK regulators and government agencies would not be able to access comprehensive technical data about spaceplane launch mechanisms — important for any safety analysis and regulatory regime — nor would they be able to gain access to any unpublished data about test flights or even potentially initial commercial operations in the US. The CAA report recommends that the UK Government should seek early expert legal and policy advice on the best way to achieve a common understanding with MTCR partners on how to allow the transfer of manned spacecraft, including sub- orbital spaceplanes, which may fall within Category I of MTCR, as interpreted by MTCR participating states. The Government should also begin discussions with the US to set up a government- to-government agreement to allow UK regulators access to relevant industry information and to obtain appropriate export licences for US-based spaceplane operators to commence operations in the UK. The operation would also need a licence from the FAA Office of Commercial Space Transportation (FAA AST) and would be subject to ITAR. Any US spaceplane operators would have to satisfy the US Department of State as to the protection of sensitive equipment and technology. If a government-to-government agreement is reached, it is likely that initial commercial spaceplane operations will be operated on a basis However, experimental aircraft are not permitted to carry passengers and the rules would need to be changed to allow them to do so. This could be achieved through ‘informed consent’ in which safety standards and the risks involved are made clear to prospective participants who may decide to accept the position and proceed to take part. Informed consent would not absolve spaceplane operators from liability claims. An alternative option would be to create a ‘ring- fence’ that would allow spaceplane operations to be exempt from EASA regulation on the grounds that, while the EU has legal competence over spaceplanes, it has not exercised that competence, and so member states are entitled to regulate nationally. However, this approach would be politically sensitive and create potential problems for the future, should EASA develop rules for spaceplanes which are not the same as those in the UK. To allow spaceplane operations from the UK by 2018 or earlier, the Government must accept that spaceplane operations carry a higher degree of risk than most normal aviation activities and that protecting the uninvolved general public should be its highest safety priority. The ITAR challenge Another, perhaps less obvious, problem to be addressed is the issue of US export controls. The two US companies currently most advanced in developing spaceplanes, Virgin Galactic and XCOR Aerospace, have both expressed an interest in launching spaceplane operations outside the US, including the UK. However, US export controls could be a significant obstacle to realising such opportunities. Because spaceplanes fall under the the US International Traffic in Arms Regulations (ITAR), there are strict controls on the type of information that can be shared with non-US companies and on non-US citizens working on any US Congress Department of Commerce Administrator Department of State Export Administration Regulations (EAR) To administer International Traffic in Arms Act (ITAR) Commerce Control Which covers MTCR Technical Annex Where the items come from United States Munitions List Wassenaar Arrangement Export Administration Act (EAA) Authorises Arms Export Control Act (AECA) US National Controls Authorisation hierarchy for US export controls. CAA Technical Report 17 i f OCTOBER 2014 @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com similar to a ‘wet lease’ arrangement for aircraft in which the US operator working in the UK would be responsible for the entire operation, including the spaceplanes, flight crew and maintenance staff — all of whom would be US citizens. Choosing a spaceport While all the issues highlighted above need to be tackled, most public attention has concentrated on the announcement of the plan to build the UK’s first spaceport. The Goverment believes that there are great commercial opportunities for the UK if it begins working on a site of its own as there are currently, no spaceplane launch sites in Europe, although there is a vertical launch site at Kiruna in Sweden, and there are plans for a spaceport site at Kalamata in Greece. When considering suitable spaceport sites within the UK the CAA applied five criteria (see panel on right). To make the maximum use of existing infrastructure, the CAA also recommended that sub-orbital operations should begin on a permanent or a temporary basis from either an existing EASA-certificated or CAA-licensed aerodrome or an existing UK military aerodrome, subject to MoD approval. The location (or locations as there could be more than one) should have both existing ground infrastructure and services but a low level of aircraft movements. Even with existing facilities already in place, developing a spaceport would require significant capital investment. As well as the construction of runway extensions, terminal facilities and ground handling facilities, there may also be a need for improvements to transport links between the spaceport and key centres of population. Other factors have yet to be determined, including the type of spaceplane that might be used and what length of runway it might need, as well as issues of fuel requirements and flight profiles. The spaceport could also be constructed to offer the additional option of vertically-launched rockets but only if a very isolated site is selected. There would also be operating and maintenance costs, as well as training and skills. Because the spaceplane market is still developing, it is not yet possible to estimate the likely scale of the costs involved in building and operating a spaceport but they are likely to be substantial and beyond the reach of a commercial company. To ensure that a spaceport is ready for use by 2018 as a European centre for the space industry, the Government proposes that construction be paid for through a combination of central and local state funding and private investment. Will we have lift-off? The Government’s plan to have a spaceport up and running within four years is, to say the least, ambitious. As the CAA report admits, there are many obstacles to be overcome, in particular the creation of safety and operational regulations and a solution to the issue of US export regulations. The current shortlist of spaceport sites may have to be revised to exclude Scotland should it vote for political independence. Wales is already actively promoting its spaceport site at Llanbedr (see Dragons’ Den, p 38), as is Cornwall. Other, as yet unknown, factors are whether a future British Government after the general election in 2015 will continue to have the political will to continue investing large sums of money in the spaceport project and, indeed, whether there will be new spaceplane designs ready for the projected opening in 2018 and the demand to use them. Runway length: Over 3,000m 2,500m to 3,000m 2,200m to 2,499m Stornoway Airport Kinloss Barracks RAF Lossiemouth RAF Leuchars Campbeltown Airport Glasgow Prestwick Airport Llanbedr Airport Newquay Cornwall Airport Newcastle Airport Durham Tees Valley Airport RAF Leeming RNAS Yeovilton Boscombe Down RAF Fairford RAF Brize Norton Doncaster Sheffield Airport RAF Scampton RAF Waddington RAF Coningsby RAF Cottesmore RAF Wittering RAF Marham RAF Lakenheath RAF Honington RAF Mildenhall RAF Wyton In addition to the eight spaceport sites shortlisted, the report also listed other military airfields and civil airports which might be considered as possible candidates subject to MoD agreement and/or the imposition of restricted airspace. The CAA review identifi ed fi ve key criteria for identifying a suitable location for a UK spaceport: 1. Runways. A spaceport will need a large site with a runway that is at least, or is capable of being extended to 9,800ft in length. Spaceplane operations would also need to be conducted in segregated special use airspace, 2. Location. To protect the public, spaceports should be located away from densely populated areas and the CAA recommends a location close to the coast. 3. Weather. Regional variations in weather conditions may be of importance as strong crosswinds and cloud cover could restrict spaceplane operations. There may also be commercial considerations, as participants wish to see the Earth from space without clouds. 4. Environment. Environmental issues of noise, air quality and the storage and use of hazardous materials need to be considered. 5. Economic issues. Good transport links would be required to make the site accessible. Employees and visitors would also require local accommodation. CAA Technical Report A UK spaceport of the future — but will it be in England, Wales or Scotland? CAA Technical Report 18 AEROSPACE / OCTOBER 2014 AEROSPACE Embraer With most of the world’s TV viewers focused on the World Cup this summer, few probably realised that the host nation, Brazil, is not just renowned for its love of football and partying but is also now a leader in the global aerospace market. Earlier this year the company’s annual media briefing take place with programme update presentations from the President and CEO of Commercial Aviation, Paulo Cesar Silva, and President and CEO of Embraer Defence and Security, Jackson Schneider. It was an upbeat occasion, for Embraer has become a giant in its own right with a clear lead in the commercial jet market for single aisle aircraft with less than 150 seats, is fast growing its sales of corporate jets and is now entering a completely new sector of the market with its KC390 multi-role military jet aircraft. The commercial programme that has brought the Brazilian company to the top of the sales charts is the E-Jet family. While the partners BAE Systems and ATR, comprising Europe’s short-lived AI(R) consortium, decided to walk away from the regional jet market, Embraer took the very bold step of launching a new twin-jet covering the 70-130 seat sector, complementing its smaller 35-50 seat regional jets. Unlike the previous Embraer regional jets with rear-mounted engines, the new model RICHARD GARDNER reports on Embraer’s progress in the regional jet field and its growing military capabilities aimed at world markets. V Vi iv va a B Br ra az zi il l Artist’s impression of Embraer’s new re-engined E175-E2 regional jet due to enter service in 2020. i f OCTOBER 2014 @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com Embraerr 19 carriers and 15% to low-cost carriers. However, when the specific aircraft family members are examined it can be seen that the smaller E170 and E175 are achieving 88% of sales in the regional sector, while the larger E190 and E195 have a more balanced market split with 35% going to regional airlines, 38% to full service airlines and 27% to low-cost carriers. This is described by Paulo Cesar Silva as ‘right sizing’ the family, so maximum efficiency can be extracted for the appropriate route and service structures. The E-Jets not only arrived at a perfect time to allow the replacement of older, heavier and more fuel thirsty jets on short to medium scheduled routes but they allowed regional operators to grow services and provide more comfort beyond the capacity of the 50- seat EMB145 regional jets. As well as starting to develop its own niche in the market, the largest in the family — the E195 — also developed significant sales traction as a very efficient alternative to aircraft such as the Boeing 737 and Airbus A319 on mainline, mid-density routes and for low-cost carriers. The E170 and E175 are seen as ‘hub- feeders’ and compete favourably on a cost-per-seat basis with current turboprop aircraft. Over recent years Embraer has introduced a number of significant enhancements, including adopted a conventional configuration resembling a scaled-down A320. It ended 1999 with just 60 E-Jet orders but today the programme’s net total order-book stands at 1,400 aircraft, with over 1,000 delivered to customers around the world. Customers total 65 airlines in 45 countries. Embraer’s order share of the 70-130 seat sector represents 51%. Bombardier has 25%, China’s COMAC 7% and Sukhoi 6%, with others 11%. In terms of deliveries up to June 2014, the E-Jet has a 62% share. In August this year Embraer announced an order from Japan Airlines for 15 E170s and E190s plus 12 options, followed on 17 September by an order for 50 E175s from Republic Airways. However, this was slightly offset by the simultaneous announcement from UK carrier Flybe that it was scaling back an order placed in 2010 for 35 E175s down to only 15. Right sizing A key to the market success of this aircraft is the way that it provides performance and payload options within a family that offers optimised solutions for so many different customer needs. Looking at the customer base by business model, it shows that overall the E-Jet family is selling 61% of its aircraft to regional carriers, 24% to full service 1,400E-Jet order book 65E-Jet customers 51%Embraer’s order- share of 70-130 seat market 20 AEROSPACE / OCTOBER 2014 AEROSPACE Embraer THE FUEL BURN PER SEAT IMPROVEMENTS FROM THE NEW GEARED TURBOFAN ENGINES COMPARED TO THE EXISTING ENGINES ARE VERY CONSIDERABLE, -16% FOR THE E175E2 AND E-190E2 AND -23% FOR THE E195E2 compared to the A320neo. There is also a 15% lower maintenance cost associated with the new E2 series which is claimed to offer savings of $1m to $1·5m per aircraft over ten years. The improvements will not compromise family commonality within the E-Jet E2 family and fewer than three days transition training will be required between the current production E-Jets and the new E2 models. The E190 E2 Joint Definition Phase (JDP) was completed at the end of May this year. It comprised a wind-tunnel test campaign, the digital mock-up completion, with the expected level of maturity achieved, and the advanced product structure and interfaces definition was also completed. The critical design review is due next, in which the product’s maturity will be validated, enabling the production of the prototypes to begin. The company’s engineering team has already flown the aircraft through virtual simulations which enable the evaluation of its flight characteristics even before the aircraft leaves the ground. Concurrent with these developments Embraer has concluded the concept studies of the E175E2 This will have different wings and engines to the E190E2 which will be optimised for the aircraft’s size. It will be a distinctly different configuration. The E195E2 and E190E2 will have high commonality but the larger E195E2 will feature a new centre fuselage with twin overwing exits over each wing and a stretched fuselage for higher capacity. Selected programme suppliers, apart from Pratt & Whitney on the engines, includes Honeywell, Rockwell Collins, United Technologies, MOOG and Liebherr. The E190E2 is due to enter service in 2018, the E195E2, in 2019 and the E175E2 in 2020. Out of the current 400-strong E-Jets firm order backlog, 200 are for the E2 models, in all three sizes. March of the KC-390 The concept of a new Brazilian twin-engine military transport started life as a drastically modified version of the E-Jet family fitted with a new large cross-section, rear-loading cargo fuselage, with a high wing and rugged landing gear. Further refinement led to the adoption of a larger high set T-tail and an all-new wing. Thus was created the basis for a potential replacement for the Brazilian Air Force’s C-130 Hercules transport fleet. With a huge national land mass, great distances between bases and many short and basic airstrips across remote areas, the motivation for proceeding with E2 cabin interior mock-up featuring a ‘staggered seating’ arrangement. Embraer an electronic flight bag, maintenance and noise reduction improvements, 120 minutes ETOPS and, importantly, steep approach and steep climb qualification, enabling safe operations from airports with height restrictions nearby. Examples include London City Airport and airports in mountainous regions. Fuel burn improvements have delivered a 6·4% reduction on the E175 through modifications to the wingtip, tail cone and other minor changes. Enter the E2 The most dramatic change, one destined to boost the E-Jets’ market lead even further, was the announcement in 2013 to introduce a revised family known as the E-Jet E2. This captures various improvements brought about by the adoption of new high by-pass ratio engines, the PW1700G and PW1900G, a new fourth generation fly-by-wire control system, new higher aspect ratio wing, improved avionics featuring the Honeywell Primus Epic 2, improved systems reliability, a new interior and a new e-enabled communications system. While the totally revised interior with bigger overhead bins and reconfigurable modular layout will bring a fresh new look to the cabin, it is the re-engining that will bring the biggest improvements for customer airlines. The fuel burn per seat improvements from the new geared turbofan engines compared to the existing engines are very considerable, -16% for the E175E2 and E190E2 and -23% for the E195E2. The comparison between the fuel burn of the current E190 and the A319 is -17% and -23% compared to the A320. The comparison between the E190E2 and the re-engined A319neo is -19% and -24% E2195. Embraer 21 i f OCTOBER 2014 @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com the project was the realisation that no existing military transport aircraft provided an ideal solution to such demanding national requirements. The Hercules was accepted as a fine workhorse but it first appeared in the 1950s and has a relatively slow transit speed compared to jet transports. The A400M and C-17 were far too big and expensive for what was needed and the CN295 and C-27J were too small and slow. What was needed was a jet C-130 but, with the latest fly-by-wire flight controls, modern avionics and communications systems throughout, a rugged airframe built to 21st century standards, high-speed transit times and the capability to carry bulky loads in and out of small airstrips. A new aircraft design was the only solution for Brazil and if mid-sized, could carry out many more roles than just military transport and might have wider export appeal as a C-130 replacement. The first prototype KC-390 is now rapidly coming together in final assembly, ready for a first flight before the end of this year and has been painted. A second prototype is also in production. As Jackson Schneider explained, the programme is on schedule with around 1,500 people dedicated to it. The Brazilian Air Force has ordered 28 aircraft and export orders have started to be won. Columbia is taking 12, Czechoslovakia is buying two and Chile, Argentina and Portugal are each taking an initial six aircraft. Embraer has a signed agreement with Boeing which is to help market the aircraft in certain regions. Multi-role platform A major international sales campaign is now gearing up and Embraer is promoting the aircraft as a platform for other roles, including: aerial re-supply, air assault, tactical airlift, fire-fighting, air-to-air refuelling, search and rescue and medical evacuation. In the AAR role it will have built-in provision for carrying two hose and drogue wing pods. Its wide speed range (with a max cruise speed of 470kt) will be suitable for air refuelling of all types of receiver aircraft from fast jets to helicopters. Its fuel economy and long endurance with the ability to carry extra fuel tanks will also enable its capacious cabin to be equipped to carry out other operational tasks such as electronic warfare or command and control. The maximum payload will be 23 tons with an uncompromised cargo hold with an advanced cargo handling system that can carry bulkier items than in a C-130 and with a fuselage designed to be fatigue resistant and suitable for operations ‘from the Amazon to the Antarctic’. Typical loads include pallets, helicopters, armoured vehicles or up to 80 fully equipped soldiers. A key claim that perhaps will influence future military transport procurement decisions in the coming years is the lower operating and maintenance costs compared to the C-130 and the higher productivity made possible by a higher cabin and higher transit speed. This translates into delivering more payload within a given timeframe. The KC-390 will have a fully integrated mission system incorporating the latest avionics and sensors to give maximum situational awareness. The roomy cockpit features unusually deep windows to give unprecedented vision when using small or crowded airfields and will also aid visual surveillance when operating in a search and rescue role. The company states that the aircraft will enjoy very precise control which will include full automated envelope protection and for self-protection in a hostile environment. An advanced defensive aids suite will also be fitted. If the specification is fully met, and previous Embraer programmes have all exceeded the brochure promises, then this new multi-role military air platform could make a big market impact. Its direct turboprop rivals are not only smaller and slower but are between 30 and 50 years older in basic design. There are other similar projects existing in virtual reality form and as models and mock-ups but the KC-390 is real, and will soon take to the air. Embraer Production of the first KC-390s has now begun with fi rst fl ight planned before the end of this year. STEVE CLERKIN, Business Manager at Raytheon UK’s Commercial Aviation Power Solutions, discusses projects supporting the development of the more electric aircraft (MEA) and how the company’s business model is changing. In a fast moving industry, with seemingly a new term every day, common challenges in delivering the airframe of the future are driven by the wider need to meet the goals of fuel burn efficiency, noise and weight reductions, increased electrical power demands, more reliability and lower operating costs. Innovative technology is announced regularly and today’s aircraft designers are dependent on the early adoption of composite materials and high density electronic systems. The principles behind the MEA have been around for several decades and a key objective is to find where the optimal ‘electric vs pneumatic/hydraulic’ balance point resides for energy transfer and distribution. For Raytheon, the MEA focus is firmly on improving the ratios of size, weight and power (SWAP) in the electrical power systems. Collaboration — the best way forward Such an objective cannot be achieved by specialists working in isolation. Rather, previously unseen levels of collaboration will be required; and are already forming. For example, earlier this year the UK government announced funding (£60m) for seven aerospace projects designed to keep UK plc at the forefront of the industry. The funding was allocated by the Aerospace Technology Institute (ATI), part of the government’s Aerospace Growth Partnership (AGP), and will see joint public and private investment of £2bn over the next seven years. These ATI-funded projects involve ten global companies, nine universities and five SMEs. This is an amazing demonstration of UK co-operation towards a common industry objective. One specific project sees Raytheon and UTC Aerospace Systems, plus others, working together to exploit emerging technologies in motor drives, composite casings and control electronics. Titled LAMPS, Raytheon is developing a revolutionary electrical power switch module (PSM) utilising silicon carbide (SiC) technology. In a high-density system driving power to major aerospace actuation workloads, SiC-based PSMs will deliver much greater efficiency and lower switching losses compared to a silicon equivalent. Offering increased power delivery in a much smaller package, the thermal properties of SiC also support higher device gate temperatures without additional cooling required. This harsh environment duty presents a problem for the associated control electronics, as traditional semiconductor circuits have a maximum permitted operating temperature of about 120°C. This point necessitates keeping the control circuitry remote and leaves a complex ‘parasitic and control regime’ challenge. Under the objectives of LAMPS, which officially started in July 2014, Raytheon aims to resolve this gap. Exploring the use of its proprietary high temperature silicon carbide (HiTSiC — see panel opposite), which has been demonstrated to operate at 300°C, as a means of embedding the control electronics within the PSM. If successful, this would not only represent a significant breakthrough in PSM technology but it would also prove that previously heat-sensitive systems can be re-engineered for use in harsher environments. Potentially, it is a game-changer. 22 AEROSPACE / OCTOBER 2014 TECHNOLOGY More electric aircraft power systems THIS WOULD NOT ONLY REPRESENT A SIGNIFICANT BREAKTHROUGH ... BUT IT WOULD ALSO PROVE THAT PREVIOUSLY HEAT-SENSITIVE SYSTEMS CAN BE RE-ENGINEERED FOR USE IN HARSHER ENVIRONMENTS. POTENTIALLY, IT IS A GAME- CHANGER. Hot chips Silicon Carbide semiconductors could be critical in realising more electric aircraft @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com A ‘systems’ approach As noted, complex systems cannot be efficiently designed in isolation. Two remote engineers designing a power system with similar objectives will most likely still produce different and competing sub-optimal solutions. This interdependent ‘system of systems’ challenge demands multi-party collaboration, common optimisation rules and cross agency co-operation. A further AGP-supported programme we are partnering to is helping develop gas turbine system control technologies which deliver optimisation of the overall performance of the engine. Specifically, an aircraft’s power is derived via an engine ‘off-take’ while the generators are directly linked through gear boxes to the engine’s shafts. The aircraft’s electrical load, which fluctuates significantly during the different phases of flight, manifests itself as a mechanical load on the engine through these shafts and has notable fuel burn impact. Sudden power loading can impose stress on the shaft. With electrical loads set to grow significantly in light of the MEA, these system ‘events’ must be catered for when considering the architecture of the power conversion systems. New markets, new technology Raytheon’s involvement in the above projects, and others, is a marked change from the company’s historic defence business, which typically focuses on the design and supply of harsh environment power systems. However, the company’s background in the defence business is undeniably working to its advantage in today’s commercial sector, as the market requires power solutions that deliver weight reductions in conjunction with higher power densities while operating in increasingly challenging environments. Here, Raytheon’s in-house access to SiC- based technology, through its proprietary HiTSiC, differentiate the company as it pursues this expanding sector. Indeed, the CAGR for commercial aircraft market is forecast at 4% annually over the next 30 years and the development of the MEA electrical content sees an even sharper growth rate. The market served by the MEA equipment growth is forecast (in an IHS Jane’s report commissioned by Raytheon) to be £10bn by 2027. Much of the value is in Tier 1 integration which is dominated by a small number of major players. Below this, the market for Tier 2 and Tier 3 sub-system and conversion/distribution/control systems is expected to be worth circa £2bn. The largest portion is in commercial airliners and the development of MEA systems for these segments will give opportunities for new entrants offering compelling and disruptive technologies. Raytheon UK's strategy is to address this market by collaborating with selected partners and deliver advanced power electronics design with Silicon Carbide semiconductor technology. But there’s something else too. Value, in terms of price but, more importantly, the whole life-cycle spanning design to support. 23 i f OCTOBER 2014 Red = Electrical Power Green = Bleed Airpower Blue = Hydraulic Power Comparison of conventional and more electric aircraft systems architecture. At the junction To date, the power electronics industry has been dominated by devices fabricated from silicon (Si). As a result, most electronic circuits and modules are limited by the reliability and effi ciency of their traditional silicon material to operate in environments where the device ambient temperature is generally kept well below 125˚C. However, the ability to move beyond the limitations of silicon technology is attracting wide interest for system applications seeking greater levels of performance. One of the key materials enabling this increased capability is silicon carbide (SiC). A growing range of SiC power components are becoming available as viable alternatives. In addition, SiC can also be used for integrated circuits where logic and analogue components can be combined to perform sensing and control functions at much greater temperature extremes. Raytheon has already fabricated, using its proprietary HiTSiC technology, and demonstrated individual transistors at 400°C and digital ICs at 300°C. SiC’s ability to withstand higher ambient temperatures is only part of the story. SiC has a wide ‘bandgap’ and can handle higher temperature than their silicon counterparts. The benefi t of this is less dependence on cooling. High frequency switching speeds are improved too, enabling reduced size (and therefore weight) of a host of other associated components. Accordingly, SiC is right at the heart of our MEA power systems design tool kit. 24 AEROSPACE / OCTOBER 2014 ROTORCRAFT Offshore ops and automation TIM ROLFE* Director, Aviation Safety, Bristow Group, speaking at a RAeS Rotorcraft Conference† earlier this year, examines the role of automation in the cockpit of the latest offshore helicopters. There is a plethora of research from the past four decades focused intensely on automated cockpit environments. We know that automation was originally designed to increase efficiency and accuracy in operations while at the same time reducing workload and training requirements. We know that the increasing application of cockpit technology does not work in concept if it is simply designed to replace the human and that operational weaknesses develop if the human does not know what part they play in the overall system. We know also that the expected benefits of automation do not materialise if the designer’s assumptions on intended use do not match the actual use of the system(s). Still work to do So, if we know all of this, does that reflect in our performance? Eight years ago we were discussing the challenges presented by the introduction of types new to our industry at the time — the EC225, S92, AW139, EC155 and S76C++. The thrust of the discussion was recognising that operators faced new issues, such as the interpretation of novel forms of information presented in the cockpit, the need to standardise behaviours associated with the use of automated systems and the need to update our training programmes to reflect the new skills and competencies required. Clearly we’ve moved forward but has the move been incremental or of a larger magnitude? Despite a low number of accidents and incidents relating to automation and monitoring, I would suggest that there is still work to do. While the immediate attention on CAP1145 focuses on survivability, it contains a commitment to focus on operational issues in line with the CAA’s 2011 report highlighting the ‘Significant 7’ with loss of control being the top of the list. The final report of the Commercial Aviation Safety Team (CAST) Flight Deck Automation Working Group released in September 2013 raises a number of findings and recommendations which read across to modern helicopter operations. Flight-path and automation management principles in modern helicopters look pretty similar to those in aeroplanes, most especially in the offshore IFR environment. The questions we should ask ourselves: Do we, in rotary operations, experience loss of control events? Are we aware of the different skills required because of the threats associated with automation use and of the types of errors made in the modern cockpit? What is required to ensure that our crews are given the tools to further enhance their THE INCREASING APPLICATION OF COCKPIT TECHNOLOGY DOES NOT WORK IN CONCEPT IF IT IS SIMPLY DESIGNED TO REPLACE THE HUMAN Technology: friend or foe? 25 OCTOBER 2014 considerable capabilities in accident prevention? Across the divide Do we all actively participate in industry forums on loss of control, on the latest human factors developments, on focused safety concepts such as line operations safety audit (LOSA) or evidence- based training (EBT), on enhancing our flight data monitoring (FDM) programmes? Do industry forums seek input from the rotary world, and are we prepared to participate if we are given the opportunity? Our proficiency lies in the application of technical knowledge, the maintenance of manual and cognitive skills and the establishment of cultural attitudes. I propose that our future success has three main building blocks: (1.) The provision of robust training programmes which deliver: a. consistent instructional standards b. a clear understanding of the automation design philosophy, c. appropriate content and focus on automation management principles d. up to date human factors training related to research and delivered by appropriately qualified instructors e. improved simulator access and timely configuration updates (2.) The development of optimised operating practices a. with SOPs based on a common operating philosophy driven by the OEM b. with clarity on sub-system integration such as TCAS and ground proximity warning systems (GPWS) (3.) Focus on building resilience into crew performance a. including the definition of technical and non- technical skills b. appropriate maintenance of manual flying skills c. development of monitoring skills d. active feedback from safety systems into the training environment to ensure that emergent risks are trapped and mitigated Currently operators are trying to achieve these goals from the ‘bottom up’ and often in isolation. We should remove barriers and form partnerships to ensure that all stakeholders play their part in delivering the co-ordinated and timely provision of relevant information to the appropriate parties. Further action needed We have the foundations, but to strengthen them, further action is needed:  Regulators must require, and approved training organisations (ATOs must commit to delivering, consistent instructor training and evaluation standards — this is the cornerstone of our future success  OEMs must inform us of the design principles applied as each platform is conceived and built. At the most @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com i f Ian Scott Airbus Helicopters Lagging behind? What steps are needed to bring knowledge levels of automation up to a par with the fixed-wing sector? Cockpit of a Sikorsky S-92 helicopter. Could rotary wing pilots learn from the fized-wing community in the introduction of advanced automated flightdecks? If so, where is the forum to do so? 26 AEROSPACE / OCTOBER 2014 Rotorcraft Offshore ops and automation basic level, crews need to understand if the automation philosophy is centred on envelope protection or task enhancement.  The operation evaluation board (OEB)/ operational suitability data (OSD) process must be updated and run to ensure continuity between type rating and operator conversion training segments — this appears to have fallen between the cracks in Europe.  There should be better access to simulators and more flexible software configuration capabilities. It is unacceptable to introduce new aircraft without access to a simulator or plan recurrent training in a simulator with differing software to the aircraft.  As the wider industry moves towards performance-based training, the regulation should afford us use of an alternative training and qualification programme (ATQP) and EBT, and operators must be prepared to generate the required operational metrics to support their programme.  The subject of CRM training can divide opinion, but the move from current human factors training syllabus to a focused application of threat and error management (TEM) principles should be embraced.  OEMs should provide a Flight Crew Operating Manual which, in turn, generates a common flight crew training manual. Central to these documents must be a consistent language and terminologies for the use of automated systems.  Operators and ATOs should focus on identifying successful technical and non- technical skills, and define what ‘good’ looks like. Only then can we objectively assess our crews against the defined behavioural standard.  In recognition of the required skillset, ATO’s training programmes must be focused on the need to use appropriate levels of automation by task and a clear understanding of when and how crews effectively manage their part in the control loop.  On the continuing concerns over skill fade, I would ask the question of operators, regulators and ATOs — do manual flying skills rest in the hand or in the head? Is it physical or mental practice that is required and could we counter their potential loss through credited use of lower level devices such as flight navigation procedure training (FNPT) simulators?  As an industry we need to improve our collective understanding and reinforcement of what constitute effective monitoring skills. Safety swept up by commercial sensitivities? As operators, we exist in an intensely competitive environment and anti- trust issues are always a concern. The sharing of safety information may have become confused with intellectual property. Our subject matter experts’ (SME) workload is high and perhaps our participation levels in industry activity are lower as a result. If regulation traditionally takes a decade to update and there is no off-the-shelf Mike McDougall DO MANUAL FLYING SKILLS REST IN THE HAND OR IN THE HEAD? Bristow has recently introduced the AW189 into service. Bristow i f OCTOBER 2014 27 @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com solution to these challenges, how can we be clear on our collective objectives in the interim and how might an acceptable vision of the future look? Our desired future state would: Reflect improved partnerships and present open forums for discussion which involves and represents industry SMEs Be an environment where the broad sharing of de-identified safety information — from operators, ATOs and OEMs — would be the accepted norm.  Lead to common operational practices and common training solutions centred on clearly defined competencies, particularly in the areas of manual handling, systems management, technical knowledge and monitoring. A precursor to this future state is the Joint Operators Review (JOR), an organisation which came into being last October following consensus from the CEOs of Avincis, Bristow and CHC. Focused on delivering safety improvements globally, the JOR’s workstreams on automation and monitoring are very closely aligned with those in CAP1145 and the CAST FDA WG. The initiative has spawned Helioffshore, a not-for-profit trade body brought about principally to support the work of the JOR, representing the interests of the global offshore operators and other stakeholders. It is hoped and envisaged that this will be the active and effective forum for our industry sector in future. In the meantime:  We are all cognisant of the benefits and need the support of having a strong regulator working in partnership with industry.  We need ATOs to lay the foundations for continued learning beyond the limited content constraints of initial type training programmes.  We need OEMs to provide operators with a voice in effective forums aimed at improving their products post service introduction. And we need operators to participate. We cannot recognise these issues and walk away from being part of the solution. Conclusion We currently have considerable industry alignment and interest and are being given the opportunity to bridge any gaps that may have developed between operators and the technology they employ. To deliver the desired resilience, let us solidify the partnerships, agree our objectives and take action. We are in this together and together we can unquestionably make the necessary progress toward safer operations across the industry. Bell Helicopters The FBW/glass cockpit Bell 525 Relentless promises to bring even more fi xed- wing cockpit technology to the rotary-wing world. * The views of this individual are personal only and should not be taken as official opinions of Bristow Group. Airbus Helicopters † Coming in the wake of the Transport Select Committee’s report into offshore helicopter safety, the Rotorcraft Group’s 2014 conference 'Technology: Friend or foe?' in July dealt with automation in modern complex helicopters engaged in offshore operations. It attracted world-wide interest and support from the European Helicopter Operators’ Committee, Oil & Gas UK and the International Association of Oil and Gas Producers, together with OEMs, operators and delegates throughout the industry. Mark Swan, Head of the UK CAA’s Safety and Airspace Regulation Group kicked-off the conference which included an impressive line-up of speakers including Dr Guy Boy, NASA’s Chief Scientist for Human Centered Design. The conference was a call for action for all parties as described by Captain Tim Rolfe in this article. A detailed report including summaries of all the papers is available on the RAeS website. 28 AEROSPACE / OCTOBER 2014 AEROSPACE Thailand profile With a population of 67m and a GDP of $365bn in 2013, Thailand is a country that offers economic conditions for industrial growth and, although, the general belief is that agriculture is one of its main economic sectors, it only represents a modest 12% of the total. With the growth of commercial airlines around Asia, the Government of Thailand has determined that it too should grab a bigger slice of aviation’s economic pie. However, this ambition is not centred around designing and manufacturing its own brand aircraft but rather to build up its Tier 1, 2 and 3 supplier base alongside maintenance, repair and overhaul (MRO) facilities. Driven in part by the Thai Board of Investment (BoI), deputy director Ms Polapat Naphavaranonth, has been heading an international campaign to extol the virtues for international aerospace sector companies to base their regional facilities in Thailand. According to the BoI’s figures, Thailand’s aircraft maintenance industry was valued at $637m in 2012, an increase of 20% over the previous year. Naphavaranonth also points to the establishment of a free trade agreement scheduled for 2015 between the ten member states of the Association of Southeast Asian Nations (ASEAN) to be a factor which will boost regional business opportunities. The ASEAN Economic Community member nations currently comprise: Brunei Darussalam, Cambodia, Indonesia, Lao PDR, Malaysia, Myanmar, the Philippines, Singapore, Thailand and Vietnam. The growth of the automobile sector has fuelled the belief that aerospace can be another of Thai- land’s growth industries, given enough incentives Thailand has real ambitions to grow its aerospace sector to a new level, not through increasing its own operators but in terms of aviation-related services. ANDREW DRWIEGA reports. THAILAND 67mPopulation $365bnGDP 2013 $637m MRO industry value in 2012 Growing Thais through the BoI’s support. The successful expansion of Thailand’s automotive sector has made it the largest automotive producer in Southeast Asia and the ninth biggest worldwide. In 2013 around 2·46m vehicles were produced in-country with a stated capacity of 3m vehicles on schedule to be reached by the end of 2015. None of these vehicle makes are Thai branded but all are globally recognised, including the major Japanese, American and European brands (Toyota, Honda, BMW, Mercedes, Volvo, etc). One of the factors behind this manufacturing industry has been the focus placed on the establishment of auto parts manufacturing with over 700 Tier 1 and 1,100 Tier 2 and 3 suppliers. It is from this area of manufacturing that the BoI really believes it can grow its aerospace sector. One of the central pillars of the plan to aviation expansion centres on turning the old Khorat airport, 250km from Bangkok, into a new aviation industrial park. During the Vietnam War, Khorat was the biggest US Air Force base in Thailand but, since then, has declined to the point where it is used primarily for military exercises such as the annual The interior of Suvarnabhumi Bangkok Airport. Airports of Thailand i f OCTOBER 2014 @aerosociety Find us on LinkedIn Find us on Facebook www.aerosociety.com 29 provide several levels of maintenance for the Airbus A330 including the light maintenance (A-Check), heavy maintenance (C-Check) and non destructive test (NDT) inspection, where TAI will provide expert services and parts for ground maintenance as well as hangar area facility. Maintaining older types is also within the remit of HAI. The organisation is currently rebuilding a Skyvan for the police force