2011-Jan-18_24

FLIGHTINTERNATIONAL

£3.10 USA$8.99

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NETTING NETJETS Lufthansa looks again to fractional firm to provide private feeder flights for premium passengers 17

F-35 STOVL WOES Manufacturers reveal fixes required before Marines can land their version of Joint Strike Fighter 15

AIRLINE SAFETY WHY HAVE WE SIMPLY STOPPED IMPROVING? 2010 ANALYSIS

PROGRAMMES

FIRST OF NEO GENERATIONIndian low-cost carrier’s commitment gets repowered Airbus A320 off to flying start

18-24 JANUARY 2011

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BANGALORE AIR SHOWPREVIEW

2 | Flight International | 18-24 January 2011

Its huge appetite for aircraft makes India one of the world’s most exciting aviation markets. Our comprehensive, multi-platform coverage of Aero India in Bangalore means you need not miss any detail of the region’s biggest air show

AERO INDIA: WE HAVE IT COVERED

Show newspaperPublished over the three days of the

show, the very best in on-site coverage

Interactive magazineSign up for our free digital edition, packed

with news, video and pictures

TwitterInstant news and views from the show from Flightglobal’s Twitter community

VideoNewsmaker interviews, air display foot-

age and action from the show

Preview and reportOur 1 February special issue sets the scene,

while 15 February will have show report

FLIGHTINTERNATIONAL

Web coverageShow landing page is your online portal to

all our Aero India coverage

Whether you are attending Aero India or following it from afar, Flightglobal should be your first stop to keep abreast of one of the

most important air shows in the calendar.Held in Bangalore from 9-13 February, this

year’s Aero India should see several of the leading military airframers intensify their marketing efforts to secure key competitions, including Delhi’s planned multirole fighter.

After decades of stagnation, India’s airline sector is burgeoning and with one of the largest potential markets for air travel, demand for new airliners and for aviation services is enor-

mous, as witnessed by the recent commitment by young airline IndiGo for 180 Airbus A320s.

And with one of Asia’s best-educated and IT-literate workforces and a highly entrepre-neurial culture, India’s own aerospace sector is set to become a force to be reckoned with.

Our team will be on site throughout the week to bring you everything from instant re-action to detailed analysis from the show across all our media platforms, including Flight International, flightglobal.com, print and interactive show newspapers and social networks...in words and pictures.flightglobal.com/aeroindia

FIN_180110_002 2 1/13/11 1:06:31 PM

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FLIGHTINTERNATIONAL

VOLUME 179 NUMBER 5274 18-24 JANUARY 2011

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NEXT WEEK MIDDLE EASTERN MROAs the region’s maintenance providers gear up for exponential fleet expansion by its carriers, we assess projects in the Gulf, Egypt, Turkey and the Lebanon.

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Report finds Polish pilots of crashed Tu-154 were under

mental pressure from officials P9 Design changes required

to release F-35B from “probationary” status revealed P15

PIC OF THE WEEK YOUR PHOTOGRAPH HERE This Kuala Boeing 737 on approach to O R Tambo International airport in Johannesburg was photographed by Chowchow. Open a gallery in flightglobal.com’s AirSpace community for a chance to feature here.

flightglobal.com/imageoftheweek

COVER IMAGEThis image of what the

A320neo might look like in

IndiGo colours was

released by Airbus and

prepared for our cover by

Flightglobal artist Tim

Bicheno-Brown.

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18-24 January 2011 | Flight International | 3

NEWS THIS WEEK 6 Airbus gets ready to firm A320neo

expectations.

Airline’s engine choice holds clues for Leap-X and GTF battle

7 India brims with hope after false starts of old

8 J-20 flight makes neighbours wary

9 Report finds Polish Tu154 pilots were “pressured”.

Slip for F-35A service entry “implied”

AIR TRANSPORT 10 KLM debuts upset recovery training

727 crash underscores safety concern over Iran

11 Smart aircraft vital for future ATM

Qantas Airbus A380s set to fly to Los Angeles again

12 Swiss Saab’s fuel crisis explained after eight years

Airbus aims to raise A320 production rate

DEFENCE 13 Supersonic target to club renewed

maritime threat

M-346 test reduces aircraft’s radar cross-section

14 India’s Tejas gets operational nod

Pentagon attacks USN for mishandling BAMs

NEWS FOCUS 15 Pressure mounts on F-35B variant for

US Marines

BUSINESS AVIATION 17 Swiss venture in danger as Lufthansa

courts NetJets

Stratos 714 ready for windtunnel

18 Hawker Pacific expansion takes off

Evektor postpones EV-55 first flight

SPACEFLIGHT 19 NASA cracks Discovery tank problem

BUSINESS 20 Oil has airlines over barrel: rising fuel

prices are hitting carriers hard

REGULARS5 Comment 30 Letters32 Classified 35 Jobs 43 Working Week 37 JOB OF THE WEEK Head of Training UK

– Type Division, Oxford Aviation Academy, London Gatwick, UK

COVER STORY6 Airbus ready to firm A320neo details

Airframer prepares to release details as formal launch order nears

FEATURES22 AIRLINE SAFETY Must do better

Advances in airline safety have been stalled for eight years, after a century of constant improvement

26 ACCIDENTS AND INCIDENTS 2010 The statistics tell the story: we list the major fatal and non-fatal accidents that happened last year

FIN_180111_003-004 3 1/13/11 7:18:01 PM

THE WEEK ON THE WEBflightglobal.com

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CONTENTS

Find all these items at flightglobal.com/wotw

Flightglobal reaches up to 1.2 million visitors from 220

countries viewing 7.1 million pages each month

For a full list of reader services, editorial and advertising contacts see P31

EDITORIAL +44 20 8652 3842 [email protected]

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Total votes: 2,169

This week, we ask: How will Boeing respond to A320neo? Re-engined 737 Keep faith in current models Leapfrog

with all-new narrowbody

Vote at flightglobal.com/poll

Last week, we asked for your views on the Chinese J-20 fifth-generation fighter. You said:

QUESTION OF THE WEEK

13%

True fifth-generation

fighter

A ruseBig step forward, but clear

weaknesses

53% 34%

HIGH FLIERSThe top five stories for the week just gone:

1 US military unveils possible F-35B redesign in budget reforms

2 Asiana orders six A380s

3 Long March: China’s fifth-generation fighter is years away

4 787 price push reveals changing message

5 GECI plans VIP Skylander as 100th F406 is constructed

FlightBlogger built suspense ahead of the Sukhoi Super-

jet’s certification and service entry, publishing the first

official photos of an SSJ100-95LR in the colours of the

regional type’s launch

customer, Aeroflot. On the

Asian Skies blog, Greg Waldron ran his eye over

grainy images purported to

depict the Chengdu J-20’s

first flight, and declared, “I’m

a believer.” RunwayGirl, meanwhile, carried a post on the Facebook campaign urging

United Airlines to offer in-flight wi-fi on a fleet-wide basis:

“We run the gamut from business professionals to casual

flyers, and we need our internet 10,000 feet up!” insist the

agitators. Elsewhere, AirSpace user TripleDelta showed off a

striking shot of an Ilyushin Il-96 in flight, against a

background of contrails.

BEHIND THE HEADLINES Our business editor Dan Thisdell

was in Paris for EADS’s annual

new year press briefing by chief

executive Louis Gallois. This

year’s event was held at Les

Mureaux, where the Astrium

space division builds key sec-

tions of its mighty Ariane 5 rock-

ets. “Don’t let anybody fool you

into thinking these are just pipes

full of fuel. If I was an engineer,

I’d want to build something that

big and that awesome,” says

Thisdell. Elsewhere, operations

and safety editor David

Learmount appeared on several

Russian television stations to

discuss the Polish Tu-154 crash.

IN THIS ISSUECompanies listedAeroVironment .............................................13Airbus ....................................................11, 18Air Deccan .....................................................7Air India .........................................................7Air Sahara......................................................7A J Walter .....................................................21Alcoa ...........................................................15Alenia Aermacchi .........................................13Alliant TechSystems .....................................13All Nippon Airways .......................................11American Airlines .....................................8, 12Ares Aeroespecial e Defesa ..........................21Aria Air .........................................................10Avcenter ......................................................21Aviation Performance Solutions ...................10BAE Systems ...............................................20Bell ..............................................................21Boeing .........................................8, 11, 12, 14Bombardier .................................................21Caspian Airlines ...........................................10CFM International ..........................................6Chengdu ........................................................8Computing Technologies for Aviation ............17Coriolis Composites .....................................21Curtiss-Wright ..............................................21EADS ...........................................................11Elbit Systems ...........................................8, 21Embraer .........................................................8Etihad ..........................................................20Evektor ........................................................18Flyington Freighters ........................................7Garmin ..........................................................8GE Aviation ..................................................14GE Commercial Aviation Services ...................7Hawker Pacific .............................................18Hindustan Aeronautics .................................14IndiGo ...........................................................6Ingegneria dei Sistemi .................................13InterGlobe Enterprises....................................7Iran Air .........................................................10Iran Asseman ...............................................10Jet Airways .....................................................7Jet Lite ...........................................................7Kingfisher Airlines ..........................................7Kingfisher Red ...............................................7KLM .............................................................10Landmark Aviation .......................................21Lockheed Martin ................................9, 14, 15Lufthansa ....................................................17Magna Parva ...............................................21Marshall Aerospace .....................................21Navv Avia Technologies.................................14NetJets Europe .............................................17Northrop Grumman ......................................14Oneworld .....................................................11Periscopio Equipamentos Optronicos ...........21Pratt & Whitney ............................................15Precision Aviation Group ..............................21Predator Systems.........................................21ProSky .........................................................11Raisbeck Engineering ...................................21Rockwell Colins ............................................17Rolls-Royce ............................................11, 15Saab ...........................................................12Seacor .........................................................18Skytraders ...................................................18SpiceJet .........................................................7Stratos Aircraft .............................................17Sukhoi ...................................................10, 14Swiss PrivateAviation ...................................17Taban Air ......................................................10Thales ..........................................................11Turkish Airlines .............................................21United Airlines .............................................10Wyle Aerospace ...........................................21


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FIN_180111_003-004 4 1/13/11 7:18:27 PM

COMMENT

flightglobal.com

How will Boeing respond to the A320neo? Who was to blame for the Polish Tu-154 accident? Have your say on flightglobal.com/comment

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See This Week P9

Smolensk crash: the bitter aftertaste

In a drama closer to the plots of Cold War espionage fiction, the truth could hardly have been more impor-

tant. That an aircraft carrying the Polish president could be lost in a misty Russian forest, en route to a ceremony marking one of the most sensitive events in the two countries’ history, was nothing short of a per-fect storm of appalling misfortune.

Distrust between the two sides would have been hard enough to suppress in ordinary circumstances. In the shadow of the 1940 betrayal at Katyn, the destruc-tion of Poland’s political and military elite has pitched uncomfortable fact against national pride – a gift to con-spiracy theorists, only made more valuable if the pro-fessionalism of the inquiry is questioned too closely.

Overwhelming evidence that the crew defied multi-ple warnings in a bid to land at fog-enshrouded Smo-lensk, an attempt that bordered on recklessness, had left little margin for interpretation. The crucial out-standing question – why? – is among those answered by the final Russian inquiry report.

Within the pages of a novel, a sly twist in the de-nouement might have rendered the loss of President Kaczynski a little less meaningless and unnecessary, acquitted the crew, and heaped blame on the Russians. But Poland’s administration cannot allow pride and the desire for a more satisfying conclusion to allow another chunk of painful history at Katyn to be rewritten.

Loud and clear messages havebeen broadcast to Montreal and Seattle

See This Week P6

Trading places

Shock of the newBy going public with IndiGo’s intention to take 150 re-engined A320 aircraft, Airbus is aligning its ambitions with global economic shifts – and turning up the heat on its dithering rival

In choosing the name of its A320neo, Airbus sought to head off any suggestion that the variant wasn’t quite

new enough. Many in the industry had agitated for a clean-sheet design offering a leap forward in efficiency. Instead, Airbus opted for a solution that could present more incremental benefits in a nearer term.

News that IndiGo had become the first airline to en-dorse the A320neo, by committing to an improbably huge number of the aircraft – 150 – within a wider Air-bus deal, carried a hint of déja vu. IndiGo was a mere paper airline when, at the Paris air show in 2005, it signed for 100 A320s and much head-scratching en-sued – not to mention some scoffing. But the Indian budget carrier proceeded to launch in 2006 and today has 34 Airbus narrowbodies in operation, with another 61 on order. IndiGo is no fly-by-night and, what’s more, in the half-decade since it first revealed grand plans, the balance of economic power has shifted decisively.

By today’s consensus, India is the powerhouse of the future. China is of course similarly fast-growing and populous, but accessing its markets is problematic for outsiders, largely for political reasons. Corruption and bureaucracy may bedevil India, but the economy runs along familiar lines – and everyone wants a piece of the action. Airbus’s decision to go public with IndiGo’s ten-tative A320neo order must be seen in this context.

Tradition, of course, dictates that established major airlines’ endorsements are most critical to a newly

launched type’s prospects. But to raise an eyebrow at the spurning of that logic is perhaps to misunderstand Airbus’s intentions. Although it resisted pressure to pursue an all-new airliner, the manufacturer is plainly hopeful that the A320neo represents a new dawn for its business. How better to trumpet that than by securing a relative newcomer to an exponentially growing market as the pacesetter for its sales campaign?

Certainly, loud and clear messages have been broad-cast to Montreal and Seattle. For Bombardier, there is the suggestion that new markets do not necessarily fa-vour new market entrants like the CSeries. This is not year zero, and India’s rise needn’t turn the airframe manufacturing axis on its head. To Boeing, Airbus’s new-year sally warns of the perils of procrastination. While the US airframer continues to ponder the case for re-engining, its chief rival not only has a confirmed product strategy but a weighty endorsement from an airline that might just represent the future. How many more deals might be struck if it remains in stall?


FIN_180111_005 5 1/13/11 6:45:26 PM

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For a round-up of our latest online news, feature and multi-media content visit flightglobal.com/wotw

COVER STORY


Airbus is set to release refined performance expectations for

the re-engined A320neo over the next few weeks as it moves closer to securing a formal launch order for the type.

Indian budget airline IndiGo has tentatively signed for 150 of the type – without indicating its crucial engine choice – through a memorandum of un-derstanding that also includes 30 regular A320s.

Airbus is detailing its 2010 per-formance in Toulouse this week. The company says: “Now things are happening commercially, we’re ready to talk about the specifications.”

The airframer has been aiming for a 15% reduction in fuel-burn from the newer engines and im-

proved aerodynamic perform-ance from modifications such as the “sharklet” wingtips.

Data available so far has indi-cated that the airframe for the A320neo – excluding engine as-semblies – will be 250–300kg (550–660lb) heavier than the cur-rent A320, and that the maximum empty weight will depend on the engine selection.

The CFM International Leap-X variant will be lighter by 100kg than the Pratt & Whitney PW1100G version.

The A320neo is due to come into service in 2016, when IndiGo expects to start taking delivery of the newly developed twinjets. IndiGo is adamant that it will also take all the aircraft it has on order – a backlog of 61 A320s – in addi-

MARKET SHARE LORI RANSON WASHINGTON DC

Airline’s engine choice holds clues for Leap-X and GTF battleIndiGo’s engine selection for the

150 A320neos that it plans to order

could set a precedent for how CFM

International and Pratt & Whitney

divide the market share for the

4,000 of the re-engined aircraft that

Airbus intends to build.

P&W clearly says that it wants to

capture business for its PW1100G

geared turbofan on half of those air-

craft, while CFM says it is in talks

with potential customers for Leap-X-

powered A320neos, “and those dis-

cussions are going very well”.

IndiGo has selected IAE – in

which Rolls-Royce, P&W and

Germany’s MTU are partners – as

the engine supplier for the 34

A320s it operates and for the 61

remaining for delivery from a 2005

order with Airbus.

The carrier’s operation of the IAE

V2500 could test a theory offered

by consultancy AirInsight that rests

on the assumption that operators

with CFM56-powered A320s are

likely to stick with the General

Electric and Snecma venture and its

Leap-X for A320neos, while airlines

opting for V2500s “will be more

inclined to the GTF”.

Currently, CFM has an advantage

over the V2500 based on its 57.7%

market share of installed engines on

A320 models.

Principals at AirInsight say that

the Leap-X, based on traditional

architecture, could be the safer

choice in the short term for

A320neo operators.

However, they suggest that the

higher operating temperatures of

the engine could raise questions in

the long term, although CFM joint

venture partner General Electric

says the new shapes and air cooling

pathways it has developed for the

nickel-based, single-crystal alloy

blades in the high-pressure turbine

will keep temperatures at the same

levels as current CFM56 engines.

P&W’s use of the largely unproven

gear box on a commercial jet engine

also could create uncertainty among

operators.

But Teal Group vice-president

Richard Aboulafia says that while

initially the Leap-X could be on

parity with the PW1100G or have an

initial advantage, that is likely to

erode as the geared turbofan gains

acceptance.

P&W dismisses any perceived

disadvantage of the PW1100G

engines compared with CFM’s

Leap-X. By the time the A320neo

enters service, P&W estimates the

PW1500G designated to power the

Bombardier CSeries airliner and

Mitsubishi MRJ regional jet will

have logged one million hours of

revenue service.

But the AirInsight analysts say

sceptics are still concerned about

the long-term maintenance costs of

the geared turbofan, and of P&W’s as

yet unproven claims of 20% lower

maintenance costs than for current

engine models.

Significant competition between

the two manufacturers to supply

powerplants to A320neo operators

is likely to remain quiet in the near

term as they continue to produce

test results for their respective en-

gines and “compete to establish the

highest risk-to-reward ratio”, says

Aboulafia, adding that the earliest

he expects an engine order for an

A320neo is 2012.

IAE-CFM ENGINE SHARE

†Number of aircraft

*Excludes A318s, for which IAE does not

offer powerplants

SOURCE: Flightglobal ACAS database

CFM5657.7%

CFM5637.3%

V250044.2%

Undeclared18.6%

V250042.3%

IAE-CFM split on in-service A320s*

IAE-CFM split on ordered A320s*

2,421†

824†411†

977†

1,774†

PROGRAMME GHIM-LAY YEO SINGAPORE

Airbus set to firm Neo expectationsNew A320 boosted by 150-strong commitment from IndiGo

IndiGo is ramping up its fleet, insisting it will take its order backlog of

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18-24 January 2011 | Flight International | 7flightglobal.com

Report finds Polish Tu-154 pilots were ‘pressured’THIS WEEK P9

COVER STORY

Toulouse hopes high on leasingAirbus is confident that its

A320neo family will prove popu-

lar with leasing companies, de-

spite the lukewarm reception

that the re-engining plans re-

ceived from some of the players

in the build-up to launch.

The upgraded family – pow-

ered by advanced turbofans

from CFM International and

Pratt & Whitney – was launched

at the start of December with-

out the traditional fanfare of

customer commitments.

But Airbus chief operating

officer customers John Leahy is

confident that, while nothing is

likely to be on the books by the

end of the year, sales will rack

up in 2011.

“We are talking to quite a few

airlines and leasing companies

right now,” he says. “I’m sure

we’ll have a couple of hundred

orders very quickly.”

His inclusion of leasing com-

panies is significant, given that

some were doubtful over

Airbus’s Neo plans because of

concerns that the re-engined

variant could unsettle used val-

ues of the current A320 mod-

els. But GE Commercial Aviation

Services (GECAS), which is a

leasing affiliate of CFM through

GE, is seen as a likely early cli-

ent for the CFM-powered version

of the Neo.

The current A320 family – like

the modern-variant Boeing 737

– has proved popular with les-

sors, and Airbus executive vice-

president and head of strategy

and future programmes

Christian Scherer sees no rea-

son for the Neo to be different.

“We see a lot of demand from

leasing companies,” he says.

Boeing says it has still to de-

cide on its future single-aisle

programmes. Jim Albaugh, chief

executive of Boeing Commercial

Airplanes, says: “We haven’t

made a firm decision.”

Customer A320 family A330 A340 A350 A380 Total

Flyington Freighters 12 12

IndiGo 63 63

Kingfisher Airlines 24 15 2 5 5 51

Kingfisher Red

(ex Simplifly Deccan) 43 43

Total 130 27 2 5 5 169SOURCE: Airbus data to 30 November

INDIAN AIRLINES’ OUTSTANDING AIRBUS ORDERS

Customer 737 777 787 Total

Air India 3 27 30

Indian navy 8 8

Jet Airways 20 2 10 32

Jet Lite 9 9

SpiceJet 35 35

Total 72 5 37 114Source: Boeing data through December 2010

INDIAN AIRLINES’ OUTSTANDING BOEING ORDERS

IndiGo’s agreement for the new aircraft appears to illustrate

confidence in the Indian market’s prospects despite the problems of overcapacity, losses and poor yields that followed an earlier wave of aircraft orders by the country’s carriers.

And for once, despite usually disparate views on many sub-jects, Airbus and Boeing both agree that India – despite having suffered a false start – is set to be among the strongest areas of air traffic expansion over the next two decades.

IndiGo has remained outside the flurry of consolidation involv-ing Kingfisher Airlines and Air Deccan, Jet Airways and Air Sa-hara, and the merger of Air India and Indian Airlines, as the air-lines sought to counter economic pressures. Carriers that emerged from India’s increasingly liberal-ised market to place impressive orders from 2005–07 resorted to deferring deliveries or hunting for outlets to which they could sell or lease excess capacity.

India’s in-service fleet of 100-seat and above aircraft has trebled in the 10 years to the end of 2010, to 320. Airbus chief operating of-ficer for customers John Leahy

says the IndiGo deal will enable the carrier to “take full advantage of the predicted growth in Indian air travel”.

Airbus predicts in its latest glo-bal forecast that domestic Indian traffic volume is set to soar at 9.2% a year, the overall figure ex-ceeding 250 trillion revenue pas-senger-kilometres by 2029. It also predicts traffic from India to China, South-East Asia and North America as being among the fast-est-growing flows.

Boeing believes that Indian carriers have regained a degree of control after the initial euphoria. “Airlines have matched capacity more closely to demand, espe-cially on newly launched interna-tional routes,” says the airframer in its most recent 20-year outlook for India. “Measures like [leasing-out] have proved effective in miti-gating the near-term effects of the [economic] downturn and will, in the longer term, facilitate the return of leased airplanes to Indi-an carrier fleets.”

IndiGo, which began services in 2006, is among the carriers set to take advantage of the Indian threshold that permits airlines to expand on to international routes after flying for five years.

MARKET DAVID KAMINSKI-MORROW LONDON

India brims with hope after false starts of old

tion to the 180 featured in the po-tential launch deal.

Having regularly taken deliv-ery of aircraft at around eight or nine a year since its first in 2006, IndiGo is to step up the accept-ance rate. Fourteen will be added this year, and it will take all 61 outstanding A320s by 2015.

The low-cost carrier had its be-ginnings in 2005, when it placed an order for 100 Airbus A320s at the Paris air show.

The privately owned airline was founded by travel-related IT services firm InterGlobe Enter-prises and by the former US Airways chief executive Rakesh Gangwal.

The airline had its first flight in August 2006 and operates 221 flights weekly, with 34 A320s, to 24 destinations in India.

It has the biggest market share among low-cost carriers in India. In November 2010 it was ranked third in terms of market share among all Indian airlines in the domestic market, coming in after Jet Airways and Kingfisher Airlines. 61 A320s plus 180 more

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THIS WEEK

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HERMES 900 TESTING GATHERS PACEUNMANNED SYSTEMS Elbit Systems’ second prototype Hermes

900 unmanned air vehicle will make its debut flight soon, as the

company’s first example has passed the 350h mark in testing. The

Israeli manufacturer launched flight activities with the 1,100kg

(2,420lb) UAV in December 2009 and last February received a

launch order to provide several to the Israeli defence forces. A follow-

on order is expected within the framework of the nation’s next multi-

year plan.

PHANTOMS RETURN TO BALTICAIR POLICING The German air force has begun providing its fourth

period of quick reaction alert cover for Estonia, Latvia and Lithuania,

having deployed six McDonnell Douglas F-4F Phantoms to the latter’s

Siauliai air base. The air force’s 71st Fighter Squadron assumed the

air policing task from a US Air Force contingent of Boeing F-15Cs on

5 January, and will provide cover until late April. The USAF’s aircraft

flew 66 training sorties and performed two live scrambles from

Siauliai in late 2010.

NEW DELAY FOR USAF TANKER?CONTRACT The US Air Force has backed off committing to any

schedule for awarding the controversial KC-X tanker contract despite

entering what was expected to be the final weeks of a protracted

evaluation process.“Source selection is moving toward completion,

and that’s all we have [to say] with regard to timing,” Secretary of the

Air Force Michael Donley says.

PHENOM 300 OFFERS SYNTHETIC VISIONCERTIFICATION Embraer’s Phenom 300 has become the first air-

craft in the light jet category to offer Garmin’s Synthetic Vision

Technology, which recreates a visual topographic landscape to simu-

late daylight flying. The Phenom 300 has received certifications from

the USA, Europe and Brazil for use of the system.

THRUST REVERSER LAG IN 757-200 OVERRUNINVESTIGATION NTSB investigators say pilots of an American

Airlines Boeing 757-200 that overran the runway on landing at

Jackson Hole airport, Wyoming on 29 December did not fully deploy

the aircraft’s thrust reversers until 18s after touchdown. The thrust

reverser timeline, culled from the flight data recorder, is one of sev-

eral findings released on 12 January by the agency as part of its in-

vestigation into the incident.

BOEING WAITS ON FAA APPROVAL FOR 787 SCHEDULETESTING Boeing is awaiting approval by the Federal Aviation

Administration before releasing the company’s revised schedule for

the 787 prompted by an electric fire on board a flight-test aircraft two

months ago. “We said in December that we hope to have a schedule

in January,” says Boeing Commercial Airplanes president James

Albaugh.

CHINA TO LIFT LOW-ALTITUDE AIRSPACEGENERAL AVIATION Authorities in the eastern Beijing district of

Pinggu plan to open up its low-altitude airspace to private aircraft in

the second half of 2011. The move follows an announcement by

China’s central government late last year that it plans to open up the

airspace in parts of China to private aircraft to encourage the growth

of general aviation.

BRIEFING


On 11 January China’s Chengdu J-20 had its maiden

flight, sending a signal about the country’s aerospace ambitions and possibly spurring fighter pro-grammes among its neighbours.

The 15min flight took place at the Chengdu Aircraft Design In-stitutes’ aerodrome. The pilot took off and circled the airfield several times before landing.

The tests show the purported fifth-generation aircraft is large, roughly the size of the General Dynamics F-111, and features a delta wing and forward canards. Otherwise, little is known about the aircraft, though analysts ques-tion whether it is truly stealthy.

Following the test, President Hu Jintao of China confirmed the ex-istence of the aircraft. According to media reports he only learned about the test when visiting US de-fence secretary Robert Gates asked about them during a meeting. This has led to speculation that China’s military may have conducted the tests without the knowledge of China’s civilian leaders.

China’s technological limita-tions mean the J-20 – or any other true indigenous fifth-generation fighter – is unlikely to be opera-tional before 2020. The J-20’s ap-pearance could, however, give a nudge to aircraft procurement and upgrade programmes among China’s neighbours.

“A lot of countries will see the emergence of the J-20 as a game changer,” says Richard Bitzinger,

senior fellow at Singapore’s S Ra-jaratnam School of International Studies Military Transformations programme. While he feels the J-20 is not a true fifth-generation fighter, he notes that it has a number of fifth-generation fea-tures, namely a stealthy design and, apparently, the ability to carry weapons internally.

Taiwan may feel particularly vulnerable in light of the J-20 – in addition to China’s continued in-duction of Chengdu J-10s and Shenyang J-11Bs – a Chinese copy of the Sukhoi Su-27. Although its air force was regarded as superior to that of China’s 10 years ago, its fleet looks increasingly antiquated, equipped primarily with ageing Lockheed Martin F-16 A/Bs, Das-sault Mirage 2000s, and Aerospace Industrial Development Corpora-tion Ching Kuo IDFs.

Taiwan has requested 60 F-16 C/D Block 50s, but the USA has dithered owing to its important geo-political and economic ties with Beijing. An industry source says any F-16 C/D deal is frozen.

Although Japan revealed a stealth mock-up at the Japan Aero-space show in 2008, it is doubtful the country has the financial wherewithal to develop a fifth-generation fighter on its own. The USA has also consistently re-buffed the nation’s efforts to buy the Lockheed Martin F-22 Raptor.

Tokyo could eventually look to purchase a fifth-generation capa-bility in the Lockheed F-35.

COMBAT AIRCRAFT GREG WALDRON SINGAPORE

J-20 flight makes neighbours waryDebut of purported Chinese fifth-generation fighter could prompt Japan and Taiwan to review their own plans

CHENGDU J-20 FIGHTER

FIN_180111_008-009 8 1/13/11 6:44:01 PM

THIS WEEK

flightglobal.com

First serial Superjet is rolled outTHIS WEEK P10


‘Level off’ command was too lateThe Polish comments appended

to the report say that the

Smolensk controller’s command

to “level off” was delivered too

late, because the aircraft was

already at 55ft (17m) height.

In fact, the co-pilot is heard to

say: “We go for a go-around”,

and appears to have made a

nose-up input to the controls,

but not sufficient to trip the

auto pilot out, and did not make

any further input.

That command was issued

after the trijet had descended

through its minimum descent

height of 330ft, but it was clear

from the controllers’ conversation

they had accepted that the crew

were carrying out a descent with

on-board navigation aids as they

had not requested guidance.

Smolensk could have provid-

ed vertical guidance from their

radar, because they were moni-

toring the approach on it, observ-

ing that the aircraft was tracking

above the glideslope but within

permissible limits, and converg-

ing with it at a high descent rate

of 1,575ft/min (8m/s). Shortly

before impact the aircraft

passed through the glideslope

without any alteration in the rate

of descent. No landing clearance

had been provided.

Although the report leaves

the subject open, it seems likely

that the crew were using a flight

management system guided

approach, because the airport’s

co-ordinates had been set into

the FMS at a visit to Smolensk

the previous week.

The US Air Force’s top official confirms that service entry

date for the Lockheed Martin F-35A variant will be delayed again due to the programme’s sec-ond major restructuring in less than a year.

The changes first announced on 6 January that extend the sys-tem development and demonstra-tion phase to early 2015 “implies” a new delay for the initial opera-tional capability milestone, Sec-retary of the Air Force Michael Donley says.

Donley has not specified the extent of the new delay for the

F-35A conventional take-off and landing variant. The A-model has drawn a USAF commitment to buy 1,763 aircraft despite average unit costs rising from $50 million to $92 million since 2001.

The F-35 joint programme of-fice declines to elaborate on the meaning of Donley’s implication, but notes that “all three services will reassess their planned IOCs” because of the restructuring.

The revised schedule adds $4.6 billion to the development phase – now estimated to cost nearly $51 billion over 15 years – to add more testing and to correct cost estimates that were too low.

The new delay for the F-35A’s IOC milestone means the USAF will have to commit more resourc-es to sustain its existing Lockheed Martin F-16s, details of which will are likely to be revealed when the USAF submits the fiscal year 2012 budget request to the US Congress in early February. See News Focus P15

The pilots of the governmental Tupolev Tu-154 that crashed

in Russia killing Polish president Lech Kaczynski were mentally pressured by the presence of sen-ior officials into attempting the fatal landing.

The crew tried to land the air-craft in weather conditions below minima at Smolensk despite hav-ing alternate airports available.

Russia’s Interstate Aviation Committee (MAK), in its final re-port into the 10 April 2010 acci-dent, says that the failure to divert to a safer airport was the “begin-ning of the chain of events” that led to the crash.

But MAK also discloses that the pilots faced “psychological pressure” from the Polish air force’s commander-in-chief, who was in the cockpit without au-thorisation, and says the crew also expected a “negative reac-tion” from Kaczynski if they made the decision to divert.

MAK highlights key comments within the cockpit as evidence the captain expected an aborted ap-proach to result in anger and reper-cussions from the president. “On final the [captain] experienced psy-chological clash of motives,” says the report. “On the one hand he understood that the landing in the actual conditions was unsafe, and on the other hand there was strong motivation to land exactly at the destination aerodrome.”

MAK says the crew was “re-peatedly” warned – by air traffic control and the crew of a Polish state Yakovlev Yak-40, which had landed ahead – that the weather was below minima, with visibili-ty just 300-500m (980-1,640ft).

The pilots planned a trial ap-proach, and were warned to pre-pare for a possible go-around. From a height of 980ft radio-al-timeter readings were used to monitor the descent, but the une-ven terrain meant the pilots were “misinformed”.

MAK says the presence of the air force commander-in-chief – who was found to have alcohol content in his blood – “affected the [cap-tain’s] decision” to continue the ap-proach below minimum descent altitude without establishing visual contact with the ground.

Despite several warnings from

ACCIDENT REPORT DAVID KAMINSKI-MORROW LONDON

Report finds Polish Tu-154 pilots were ‘pressured’Russian investigators say failure to divert to safer airport set off chain of events

terrain-awareness systems, the approach was not arrested and the Tu-154 struck trees, rolled over and disintegrated killing everyone on board.

Poland’s government had ex-pressed reservations over the 210-page final report and has attached comments running to 148 pages.

The Tu-154 disintegrated after striking trees and rolling over

MAK

Donley has not specified the extent of the new delay for the F-35A conventional take-off and landing variant

COMBAT AIRCRAFT

Slip for F-35A service entry ‘implied’

FIN_180111_008-009 9 1/13/11 7:02:13 PM

AIR TRANSPORT

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TRAINING JOHN CROFT WASHINGTON DC

KLM debuts upset recovery trainingCompulsory courses begin next month in Phoenix as momentum gathers following 2009 Colgan Q400 accident

KLM Flight Academy is to begin mandatory in-flight

upset recovery training for stu-dents at its Phoenix, Arizona fa-cility in February, using two Extra 300L single-engined aerobatic aircraft operated by Aviation Per-formance Solutions.

APS will initially teach the three-day course to 60 students a year, possibly ramping up to higher numbers based on KLM’s pilot needs. The concept of re-quired upset training has been gaining momentum in the USA, spurred by the February 2009 loss-of-control accident of a Col-gan Airways Bombardier Q400 in New York.

KLM Flight Academy head of training Rob van den Heuvel, a former Lockheed F-104 fighter pilot, says the course is a first for the airline industry. Students will complete the course at the end of the single-engine training portion of their programme.

“Nowadays, training for civil aviation does not involve ma-noeuvres of more than 60° bank

and 20° nose up or down,” says van den Heuvel. “After upset training, they realise they can re-cover from any situation. It does a lot for self-confidence. We talked to KLM about whether it would contribute to safety and they thought it would be helpful.”

KLM’s Arizona flight training involves 135h in single-engined Piper Archers and retractable-gear Piper Arrows. Upset training at APS will include more than 4h of in-flight training that culmi-nates in spin-awareness and in-strument flight recoveries on the last day.

Once complete, the students return to the Netherlands for 164h of twin-engined training in Beechcraft Baron simulators and aircraft as well as Boeing 737 sim-ulators.

Van den Heuvel says that, while the results of the upset training might not be immediate-ly obvious, he expects to “see some differences” in the students’ performance when they begin ini-tial airline training with KLM.

SAFETY DAVID KAMINSKI-MORROW LONDON

727 crash underscores safety concern over IranIran Air’s loss of a Boeing 727-

200 outside of Orumiyeh is the first serious accident involving the flag carrier since much of its fleet was blacklisted by the Euro-pean Commission last year.

While there have been no con-clusions drawn about the loss of the trijet (EP-IRP), which had been operating to Orumiyeh on 9 January, the accident has never-theless focused attention on Iran’s safety standards, notably those at the country’s premier airline.

Orumiyeh airport had been ex-periencing heavy snow and re-duced visibility at the time of the arrival from Tehran. Both flight re-corders have been retrieved, but little information on the circum-

stances has been released.The location of the wreckage,

several kilometres to the south-east of the airport, appears to co-incide with the missed approach pattern to Runway 21 – consist-ent with preliminary reports of a go-around. Twenty-eight of the 93 passengers and 12 crew members on board survived.

Iran Air’s blacklisting followed an EC examination of its operations in the first half of 2010, which con-cluded that the airline was “failing to address the basics in terms of the continued airworthiness of its air-craft”, adding that this was “partic-ularly evident” in its 727, 747 and Airbus A320 fleets. See Feature P22

IRANIAN ACCIDENTS AND INCIDENTS SINCE 2006

26 Aug 2010 Iran Aseman Fokker 100 overruns into ditch,Tabriz

24 Jan 2010 Taban Air Tu-154 breaks up on landing, Mashhad

16 Jan 2010 Iran Air A300 veers off runway after engine failure,

Stockholm

24 Jul 2009 Aria Air Il-62 crashes on landing at Mashhad

15 Jul 2009 Caspian Airlines Tu-154 crashes in north-west Iran

15 Feb 2009 Iranian-built An-140 crashes near Isfahan

2 January 2008 Iran Air Fokker 100 veers off runway, Tehran

1 Sep 2006 Iran Air Tours Tu-154 crashes at Mashhad

US regulators are advising air-lines to renew efforts to alert

passengers to the risk of injury if they fail to fasten seatbelts during turbulence.

An “information for operators” alert, issued on 6 January, aims to increase public awareness of the “increased risk of injury to pas-sengers and cabin crew mem-bers” when passengers ignore the seatbelt sign, says the Federal Aviation Administration.

Its action comes after three tur-bulence incidents on air carriers, and the FAA adds that its flight standards service analysis and in-formation staff recently conclud-ed that turbulence was the “lead-

DEBUT

First serial Superjet is rolled outSukhoi has rolled out the first serial Superjet 100 aircraft in the col-

ours of Russian flag carrier Aeroflot, ahead of initial deliveries of the

regional type. The aircraft (RA-89001) carries the SkyTeam alliance

badge and bears the name of Soviet polar pilot Mikhail Vodopyanov.

SAFETY JOHN CROFT WASHINGTON DC

FAA renews seatbelt warninging cause of in-flight injuries”.

Although the incidents are uni-dentified, NTSB incident reports from 2010 show nine turbulence-related events in which passen-gers or cabin crew were injured.

In one case 17 passengers and four crew members were hurt when a United Airlines Boeing 777 flew through an isolated thun-derstorm cell en route from Wash-ington to Los Angeles on 20 July.

As well as training crew for “quick response” to possible tur-bulence, the FAA suggests carriers develop business card-sized warn-ings printed with a slogan – “Tur-bulence Happens: Click it, don’t risk it” for unbelted passengers.

Superjet In

tern

ational

FIN_180111_010-011 10 1/13/11 6:48:52 PM

AIR TRANSPORT

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Swiss Saab’s fuel crisis detailed after eight yearsAIR TRANSPORT P12


AVIONICS DAN THISDELL LONDON

‘Smart’ aircraft vital for future ATMAirbus launches ProSky to help develop air traffic control but warns that today’s fleet will need extensive modification

Next-generation air traffic man-agement concepts will only

realise their full potential to re-duce airspace congestion in the 2020s with help from an all-new generation of airliners designed to be intelligent “swimmers” within the electronic ATM environment.

But, says Airbus executive vice-president for strategy and fu-ture programmes Christian Scher-er, such a vision of more-direct flight routeing and reduced de-lays will first have to begin with extensive electronic modifica-tions to the existing aircraft fleet.

“Intelligent” aircraft, says Scherer, will be a critical element in 21st century ATM systems being developed in Europe (SESAR) and the USA (NextGen). Scherer sees SESAR as reaching its full potential around 2025, when a new generation of aircraft are expected to be replacing the current fleet of machines like Air-bus’s A320 or Boeing’s 737.

Speaking as Airbus launched a

subsidiary business, ProSky, ded-icated to developing ATM sys-tems, Scherer noted that the vari-ous SESAR players have a range of diverging interests. Airlines, for example, would benefit great-ly from reduced delays and short-er routes, but are also desperate to minimise capital expenditure. Suppliers of equipment ranging from on-ground ATM systems to on-board avionics want to sell as much product as possible.

Airbus, Scherer admits, would sell more aircraft if a new ATM system could squeeze more flights into the available airspace. But, he insists, the airframer has no “par-ticular conflict” over the creation of SESAR and thus sees itself as “the natural federator of all the stakeholders’ interests” in this bid, as in integrator, to remove the threat of an ATM “bottleneck” to the growth of air travel.

Thus, he stresses, ProSky is a centre of expertise – to be found inside the EADS group as well as

outside – rather than a profit cen-tre, and ProSky is not meant to be a competitor to businesses devel-oping or supplying any part of the SESAR system.

The unit could one day be-come a profit-making business for Airbus, but for now its focus is to work with its main customer, SESAR, to move that project for-ward. Other customers include the Chinese air traffic manage-ment bureau, which in December signed a memorandum of under-standing with what was then an Airbus operating department to help develop and implement new ATM systems and best practices in China.

If ProSky proves to be the grease that gets SESAR’s wheels turning – development has proceeded at a crawling pace, with a decade of talk and study leaving Europe lit-tle closer to achieving its goal of moving from 36 national air space zones to about nine integrated re-gions – Airbus will earn much

thanks from other system players even if its only payoff is more effi-cient air transport in Europe.

According to the SESAR Joint Undertaking office, the total esti-mated cost of the development phase is €2.1 billion ($2.7 bil-lion), with the European Union, Eurocontrol and the industry each stumping up €700 million.

However, despite Airbus’s cre-dentials, the history of airframer attempts to promote ATM mod-ernisation does not point clearly to success. A diversification drive saw Boeing in 2000 create an Air Traffic Management business unit, which was contracted to de-velop ideas for SESAR.

Working in collaboration was an industry grouping of EADS, Airbus and Thales, known as the Air Traffic Alliance. In 2005, Boe-ing scaled down its ATM busi-ness and folded it into its Phan-tom Works research organisation, while Air Traffic Alliance was subsequently disbanded.

OPERATIONS

Qantas A380s cleared to cross Pacific againQantas is resuming operations

to Los Angeles with its Air-bus A380, two months after sus-pending the type’s services on the route following an uncontained engine failure.

The Oneworld carrier is restart-ing A380 flights from Melbourne to Los Angeles and will then re-start Sydney-Los Angeles services.

“After extensive engineering analysis and close consultation [we] are satisfied that it is appro-priate for Qantas to resume A380 flying on the Los Angeles-Aus-tralia routes,” says the airline.

Qantas had progressively re-sumed A380 services since the 4 November failure of a Rolls-Royce Trent 900 engine, but thrust restrictions kept the carrier off the Los Angeles route.

“In close consultation with Rolls-Royce, we are now confi-dent that we can begin flying the A380 to and from Los Angeles without any conditions on the use of maximum engine thrust,” says Qantas chief Alan Joyce.

R-R has developed a modifica-tion for the Trent 900 which aims to prevent the overspeed which it believes destroyed the turbine disc in the Qantas incident.

The engine electronic control-ler software change will detect engine conditions that could po-tentially lead to the overspeed and shut down the powerplant before the situation reaches a crit-ical threshold. The update to the “version 10.6” software is the subject of a European airworthi-ness directive.

PRODUCTION

767 reaches four-figure milestoneBoeing has started final assembly of its one thousandth 767.

Only one other widebody aircraft type has reached the same

marker: the 747, with more than 1,400 delivered to date. Both the

777 and Airbus’s A330 have each secured over 1,000 orders, with

777 deliveries having topped 900, while the 787, A350 and A340

have accumulated orders for 847, 573 and 379 respectively.

Japanese carrier All Nippon Airways is to receive the 1,000th

767, a -300ER variant, the last to undergo final assembly on this

particular line at Everett. Boeing intends to transfer the line to a

smaller station. The first 767 to be completed there will also be a

-300ER for ANA.

Boein

g

FIN_180111_010-011 11 1/13/11 6:56:23 PM

AIR TRANSPORT

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Eight years after a Swiss Saab 2000 was written off while

landing at a German air base, in-vestigators have detailed the ex-traordinary circumstances that led the crew to divert five times to escape surrounding storms.

Forced to land by rapidly di-minishing fuel reserves – the Saab had just 420kg (925lb) in its tanks – it struck a 0.7m (2.3ft) earthen berm across a restricted part of the runway at Werneuchen, snapping off its un-dercarriage.

While the accident in July 2002 was serious, it was non-fatal, and German investigation agency BFU lowered its priority to con-centrate on the mid-air collision over Lake Constance, which had taken place nine days earlier.

BFU says this was partly re-sponsible for the long time-lapse to produce its conclusions, but

The Saab 2000 struck an earthen berm, snapping off its undercarriage

BFU

adds: “The work on this report was possibly a little more than with the [collision]. There were a lot of facets we had to investigate – it was not easy to do this.”

Initially bound for Hamburg, the crew, with a 600kg fuel re-serve in case of storm delays, aborted the first approach and after holding for about 15min opted to divert to Hanover.

Critically, the BFU says this first diversion was made without using available information and “without first obtaining a com-prehensive weather overview of those airfields within range and as yet unaffected by the front”.

As the pilots manoeuvred to avoid thunderstorms at Hanover, the information on their weather radar prompted them to make a second diversion to Berlin Tegel 20min later.

Although the flight was operat-

ing at low altitude – below 5,000ft (1,520m) – during the diversions, BFU says this did not lead to higher fuel consumption.

But a low-fuel warning, indi-cating just 40min flight time re-maining, sounded as the Saab vectored for Berlin, having been airborne for 2h 9min. Ten min-utes later the aircraft was forced to find another destination as storms closed on the German capital, and air traffic control sug-gested Eberswalde-Finow, 27nm (50km) away.

En route to Eberswalde, with the flight being treated as an emergency case, the pilots aban-doned this course owing to the weather, and briefly turned to-wards Neubrandenburg – 46nm away – before similarly scrapping this plan.

Controllers suggested Wer-neuchen, 20nm distant. Because of the fuel situation, the crew did not visually inspect the runway from the air.

The pilots could not see the berm that was blocking off the western section of the 2,400m runway on approach, and closure markings were too unclear to be made out.

After 2h 33min of flight, the Saab hit the berm and slid 350m before coming to rest.

Given the circumstances of the crash, the BFU has not made any safety recommendations. The in-vestigator in charge of the inquiry says the situation was “most in-teresting”, but it adds: “I don’t believe the accident at Werneuchen is something that will happen again.”

INVESTIGATION DAVID KAMINSKI-MORROW LONDON

Swiss Saab’s fuel crisis explained after eight yearsDeferred inquiry details how turboprop struggled to evade series of storms before crash-landing at German air base

Metal fatigue in certain skin sections of two Boeing 757s,

including one that experienced rapid decompression at 31,000ft (9,450m), has spurred the Federal Aviation Administration to man-date repetitive inspections of the US-registered fleet.

The decompression incident occurred on an American Air-lines 757 en route from Miami to Boston on 26 October.

None of the 154 passengers and six crew members was in-jured when a 0.3 x 0.45m (12 x 18in) rip developed in the skin above and behind the passenger entry door on the left side of the fuselage. The aircraft had accu-

SAFETY JOHN CROFT WASHINGTON DC

Fatigue-related decompression incident sparks 757 inspections

mulated 22,450 cycles.Another unidentified 757,

which had accumulated 24,631 cycles, was found to have a 27cm (10.6in)-long crack just above lap joint stringer 4L, says the FAA.

In a directive the FAA calls “interim action” and which cov-ers 683 757-200s and -300s, oper-ators must perform initial inspec-tions on aircraft with more than 15,000 total flight cycles, and re-petitive inspections every 30 to 300 cycles thereafter, depending on inspection method.

“An investigation is ongoing and no terminating action has been developed yet,” says the US agency.

PRODUCTION ANDREW DOYLE LONDON

Airbus aims to raise A320 production rateAirbus is studying the possibil-

ity of raising the A320-family production rate to 44 aircraft a month but is yet to convince itself that suppliers will be able to cope with such an increase.

The European manufacturer has already pledged to step up single-aisle airliner production to 40 a month by the first quarter of 2012, up from 36.

Airbus executive vice-presi-dent programmes Tom Williams says that further incremental in-creases, to 42 and 44 aircraft a month, were under evaluation in the face of strong airline demand.

Describing the A320 as the

Clarification In an article headlined “Fewer slots at Heathrow ‘may improve experi-ence’” (Flight International, 21 December 2010–3 January), we quoted Nigel Milton, director of policy and political relations at airport operator BAA as saying slot removal was being considered as a way to cut congestion at London Heathrow. We are happy to clarify that the removal of slots is one of several options being considered by the South East Airports Task Force, and has not been endorsed by BAA. “The list of options contains some that BAA supports and others we oppose,” says Milton.

company’s “cash cow”, Williams says the airframer recognises that lifting the production rate to as high as 44 could present “pretty significant challenges” for the programme’s supply chain.

FIN_180111_012 12 1/13/11 5:41:31 PM

DEFENCE


India’s Tejas gets operational nodDEFENCE P14

The multi-stage supersonic target will test defences against the Klub

Alliant TechSystems (ATK) has revealed key details of a new

aerial target designed to simulate the flight profile of one of the most dangerous potential threats to US Navy ships and submarines.

A public briefing posted by the US National Defense Industries Association (NDIA) in early Janu-ary, but dated 20 October, also re-veals that the ZGQM-173A multi-stage supersonic target (MSST) could soon be offered for export on a “case by case basis”.

Mike Stuart, ATK’s director of missiles business development, told the NDIA’s annual targets, UAVs and range operations sym-posium that the new target was expected to achieve first flight on 17 November 2010.

However, the company now confirms that the first flight has been rescheduled to the first quarter of this year, with the date subject to development delays and “range asset availability”.

ATK and the US Naval Air Sys-tems Command (NAVAIR) were

not immediately available to com-ment on the status of the flight-test programme. NAVAIR awarded a $93 million target to ATK in 2008 to develop the MSST.

ATK says the ZGQM-173A is comprised of two existing sys-tems. The subsonic bus, which detaches from the vehicle as it be-gins to climb, is derived from the CEi BQM-167X target drone.

The second-stage, hypersonic motor is adapted from ATK’s Mk 114 vertical launch anti-sub-marine rocket.

The US Navy launched the programme after the surprise ap-pearance of the Russian Novator 3M-54 Klub (or the SS-N-27 “Siz-

zler”). The Klub is designed to overwhelm the defences of its in-tended targets – ships and subma-rines – by cruising over wave-tops at subsonic speeds, before acceler-ating in a brief climb to Mach 3.5 and then diving back to the surface and weaving toward a ship’s hull.

Such variations in speed, alti-tude and direction make the Klub difficult to track on radar, compli-cating the ship’s ability to evade or stop the weapon.

When the MSST enters service in fiscal year 2014, the USN will be able to test how its defences would compete against the threat posed by the Klub’s speed and agility.

AeroVironment’s Global Ob-server high-altitude, long-en-

durance unmanned aircraft has successfully made the transition to hydrogen power, starting with a 4h test flight from Edwards AFB in California.

The milestone comes as the US Special Operations Command (SOCOM) eyes a life for the Glo-bal Observer beyond its current $120 million joint capability technology demonstration effort, which will deliver two aircraft. It could become a programme of record within the US government between 2012 and 2014, Aero-Vironment chief executive Timo-thy Conver says.

Flight testing of the design began under battery power in Au-gust 2010, while ground testing of its hydrogen system began last November. This included an un-interrupted seven-day mission cycle in a test chamber that simu-lated the temperature and pres-sure changes of a high-altitude climb, loiter and descent. The company also recently ran sys-tems on aircraft number one for 12 continuous hours.

Conver says SOCOM is “work-ing” to find more funding for Glo-bal Observer. The military could either buy small quantities of new systems to meet urgent needs, or convert the demonstration aircraft into operational assets, he reveals.

The aircraft is designed to fly for five to seven days at a time at altitudes up to 65,000ft (19,800m) while carrying a 172kg (380lb) communications and intelli-gence, surveillance and recon-naissance payload.

Liquid hydrogen is burned in an internal-combustion engine to drive a generator and produce electricity to power four propellers and charge the back-up batteries.

If accepted as a programme of record, Global Observer would generate more revenue annually than the nearly $250 million overall sales total reported in fis-cal year 2009, Conver says.

The modifications would benefit the type during light attack missions

Ale

nia

Aerm

acc

hi

Alenia Aermacchi has com-pleted a low radar cross-sec-

tion research project on its M-346 Master advanced jet trainer and light combat aircraft.

Unspecified external airframe modifications and material appli-cations were tested to reduce the radar cross-section. The work was focused on the frontal area, including two engine air inlets.

Conceived as an easy-to-install and remove kit, the enhance-ments were assessed last year by Alenia Aermacchi in partnership with Pisa-based Ingegneria dei Sistemi (IDS). The work drew on the latter’s previous research ex-perience linked to other naval, ground and air programmes.

The kit was first applied to air-craft models and ground tested, before a final configuration was approved for flight-testing. Sourc-es say that in the latter campaign a

TARGET STEPHEN TRIMBLE WASHINGTON DC

Supersonic target to club renewed maritime threatUS Navy launches programme after surprise reappearance of Novator 3M-54 missile

UNMANNED AIRCRAFT GAYLE PUTRICH WASHINGTON DC

Global Observer achieves hydrogen first

DEVELOPMENT LUCA PERUZZI GENOA

M-346 test lowers radar cross-section

modified M-346 demonstrated unchanged flying and perform-ance characteristics, with no op-erational limitations encountered across its entire flight envelope.

FIN_180111_013 13 1/13/11 12:11:23 PM

DEFENCE

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More than two decades after it was conceived as a replace-

ment for the Mikoyan MiG-21, India’s Tejas light combat aircraft has received initial operational clearance.

Defence minister A K Antony handed over a release to service certificate to Indian air force chief of staff Air Chief Marshal P V Naik in Bangalore on 10 January, mov-ing the Aeronautical Development Agency’s supersonic type a step closer to its formal induction.

The declaration paves the way for Hindustan Aeronautics to take up series production of 40 Mk I examples of the Tejas already on order for the Indian air force. The company has the infrastructure in place to roll out 10 of the GE Avia-tion F404-IN20-powered aircraft a year, with the first due to be handed over before the end of 2011. However, it is unclear whether the company is in a posi-tion to meet this deadline.

Since its launch in the 1980s, the Tejas programme has been hit by time and cost overruns caused by India’s lack of experience in combat aircraft technology, and slowed by US sanctions imposed after nuclear tests conducted by India in 1998.

A first technology demonstra-tor took to the skies in January 2001, and more than 1,500 sorties

have now been flown.A Mk II version of the aircraft

should also fly in 2014, with this to feature a more powerful GE F414 engine and other enhance-ments requested by the Indian air force. The service is estimated as requiring around 200 Tejas, while the Indian navy could acquire 40.

India’s massive investment has helped to rejuvenate its aeronau-tics sector, says the nation’s De-fence Research and Development Organisation, while Antony adds that it will also inform future projects to produce an advanced medium combat aircraft and un-manned combat air vehicles.

“Small and medium enterpris-es played a major role in the pro-duction of test equipment and components” for the Tejas, says Ashok Saxena, managing director of Navv Avia Technologies. “These companies are now get-ting business from many foreign firms looking for good quality, low-cost outsourcing for their own programmes.”

Separately, HAL chairman Ashok Nayak says he expects the Indian air force to order an addi-tional batch of 42 locally-pro-duced Sukhoi Su-30MKIs. The company has already delivered about 105 of the type from a pre-vious order for 180 HAL-assem-bled aircraft, he says.

The US Navy has mishandled its Broad Area Maritime Sur-

veillance (BAMS) unmanned air vehicle programme by failing to properly validate bills from prime contractor Northrop Grumman, says a report from the Department of Defense inspector general.

Published late last month, the document reveals that contracting officials and programme manag-ers at the US Naval Air Systems Command (NAVAIR) failed to properly review 39 invoices from Northrop before payment. They approved bills for $329 million without any serious accounting detail, plus unallowable travel ex-penses totalling $206,000, it says.

NAVAIR has also been criticised for having failed to reach planned work- and proper-ty-sharing agreements with the US Air Force, which is acquiring the same RQ-4 Global Hawk air-frame manufactured in the same factory. These should have cov-ered manufacturing equipment worth more than $150 million, plus specialised tools and test equipment.

The report recommends that NAVAIR should speed cost audits for spending already incurred,

conduct an administrative review of BAMS contracting officials and finalise planned shared-cost agreements with the air force and Northrop. “The BAMS pro-gramme is at risk of increased costs, schedule delays and not meeting the needs of the warfight-er” if the problems persist, it says.

Northrop says it is already working with both services to bring down costs and manage BAMS through the programme’s system development and low-rate production phase. The company won a $1.2 billion contract for the high-altitude, long-endurance UAV in April 2008, with this deal having subsequently risen in value to $1.8 billion.

The overall cost of the BAMS programme will eventually ex-ceeed $19 billion, the report says, with 40 UAVs to be deployed at five bases around the world.

Lockheed Martin has received a $15 million contract to launch

a low-light sensor upgrade for some of the US Army’s Boeing AH-64 Apache attack helicopters.

The company will produce 65 visible/near infrared TV cameras under the VNsight programme, plus “an initial quantity” for an undisclosed international cus-tomer.

Images from the new camera will be blended with forward-looking infrared inputs from the Apache’s Arrowhead sensor suite on a cockpit display, enabling pi-lots to determine laser spots, ground beacons and even vehicle headlights. This will give “signifi-

cant tactical advantages, safer fly-ing conditions and enhanced mis-sion capability”, says Lockheed.

The company’s Akron, Ohio-based Mission Systems and Sen-sors unit will supply the cameras, which will use lenses produced in Orlando, Florida.

VNsight could also be integrat-ed as part of the Pathfinder situa-tional awareness system being offered for transport and utility helicopters such as the Bell UH-1 and Sikorsky UH-60 Black Hawk, says Joe Elmer, manager interna-tional business development, Apache weapon system for Lock-heed Martin Missiles and Fire Control.

The Indian air force already has 40 Mk I Tejas fighters on order

Aero

nautica

l Deve

lopm

ent Age

ncy

FIGHTERS RADHAKRISHNA RAO BANGALORE

India’s Tejas gets operational nodClearance certificate from defence minister paves way for series production of supersonic light combat aircraft

UNMANNED FLIGHT GAYLE PUTRICH WASHINGTON DC

Pentagon attacks USN for mishandling BAMS

HELICOPTERS CRAIG HOYLE ORLANDO

Lockheed in Apache sensor deal

“The programme is at risk of increased costs and delays”INSPECTOR GENERAL Department of Defense

FIN_180111_014-015 14 1/12/11 1:24:38 PM

NEWS FOCUS

flightglobal.com

Stratos 714 ready for windtunnelBUSINESS

AVIATION P17

“If we cannot fix this variant during this timeframe...I believe it should be cancelled”ROBERT GATES US Secretary of Defense

For more coverage of the F-35 programme, visit flightglobal.com/jsf

COMBAT AIRCRAFT STEPHEN TRIMBLE WASHINGTON DC

Pressure mounts on F-35BDesign changes revealed to solve ‘significant problems’ troubling STOVL variant of fighter for US Marine Corps

Lockheed Martin and Pratt & Whitney have revealed the ex-

tent of design changes required to release the short take-off and ver-tical landing F-35B from “proba-tionary” status within two years.

The Joint Strike Fighter pro-gramme is cleared to spend an-other $4.6 billion, partly to correct structural and propulsion design flaws in the F-35B. But patience is swiftly cooling with the US Ma-rine Corps’ specialised variant.

While the US Air Force’s con-ventional take-off and landing F-35A and the US Navy’s F-35C carrier variant are “proceeding satisfactorily” in tests, Secretary of Defense Robert Gates says the Marine Corps’ prized stealth fighter is “experiencing signifi-cant testing problems”.

Gates put the F-35B on a two-year probation period during a 6 January statement on the Depart-ment of Defense’s budget and ef-ficiencies. “If we cannot fix this variant during this timeframe and get it back on track in terms of performance, cost and schedule, then I believe it should be can-celled,” he says.

LAST CHANCEGates’s announcement seemingly gives the USMC and Lockheed one last chance to fix the F-35B’s problems. It came just three months after the UK shelved plans to acquire the type in fa-vour of the F-35C, leaving only Italy as a potential buyer among the programme’s nine interna-tional partners.

In a positive sign, Lockheed has determined that use of aluminium material did not cause the crack-ing problem which affected one of six major bulkheads on its BH-1 STOVL ground-test aircraft less than 10% through a 16,000h du-rability test last November.

Cracks formed on the aircraft’s Alcoa-supplied No 496 bulkhead, where the fuselage attaches to the

main landing gear. This created a “large stress concentration”, Lockheed says. The company’s decision to convert the bulkhead structure from titanium to a light-er-weight, aluminium alloy in 2004 was not a factor, it says. However, Lockheed has now re-designed the bulkhead, and adds that “other locations of similar design” on the F-35B are also being evaluated.

P&W, meanwhile, is making three changes to the propulsion system engaged only during STOVL operations. The drive-shaft, lift-fan clutch and actuator for the roll-post nozzles as cur-rently designed meet Lockheed’s original specifications, says Ben-nett Croswell, P&W’s vice-presi-dent for F135 and F119 pro-grammes. But experience in flight-testing has revealed that each has encountered surprising conditions.

In STOVL mode, the driveshaft contracts and expands more than expected, while the actuators for the roll-post nozzles are blasted by more heat than anticipated. Plates in the clutch fan, mean-while, touch unexpectedly dur-ing normal flying mode, which “very infrequently” creates more heat than the clutch is designed to tolerate, Croswell says.

Gates says the F-35B’s possible redesign could “add yet more weight and more cost to an air-

craft that has little capacity to ab-sorb more of either”.

Croswell, however, believes the propulsion redesign can avoid penalising the aircraft’s price tag or performance. “From a cost and a weight standpoint, [the impact] will be minimal,” he says. In the case of the driveshaft, P&W’s goal is to reduce the cost of the strengthened, Rolls-Royce-supplied component, he adds.

The STOVL variant was al-ways expected to pose the hard-est design challenges of the three F-35 models, as it is the first fight-er to blend stealth features, super-sonic speed and advanced avion-ics with the unique ability to take off within roughly 250m (820ft) and land vertically. Such capa-bilities make the F-35B essential for the USMC.

The variant’s unique perform-ance requirements also drove a major redesign in 2004 that be-came the first in a series of delays and cost overruns reported by all three F-35 variants.

In flight tests, the F-35A and F-35C both exceeded a greatly re-duced set of flight-test goals in 2010, but the F-35B notably strug-gled. In all, 410 flights were re-corded last year, against a target of 394. Although the BF-1 flight-test aircraft achieved its first verti-cal landing last March, reliability problems slowed the pace of flight tests. In late September, Lockheed grounded the F-35B to fix a critical issue with a hinge opening the auxiliary inlet door for the lift-fan.

It would be nearly four months before the BF-2 flight-test aircraft completed another vertical land-ing on 6 January.

Gates says tests for the F-35A and F-35C will now be decoupled from the STOVL version. The US Navy, meanwhile, will buy 41 more Boeing F/A-18E/F Super Hornets over the next three years and slash planned orders for the F-35B from 61 to 20 during the same period.

Lockheed has already received $37 billion over nine years to de-velop and test the three variants, plus contracts worth roughly $10 billion more to deliver 62 jets in the first four lots of low-rate ini-tial production. So far, only 10 of 13 flight-test aircraft have been delivered.

Driveshaft contracts and

expands more than ex-

pected in STOVL mode

Roll post nozzle actua-

tors have encountered

excess heating

Clutch plates can touch

in conventional flight,

causing overheating

PROPULSION FLAWS


Test aircraft BF-2 made its first vertical landing on 6 January

Lock

heed M

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in

FIN_180111_015 15 1/13/11 11:00:37 AM

Ё㊁⇥𑀄琸㍂णӮ

FIN_180111_016 16 13/01/2011 09:45:07

BUSINESS AVIATION

flightglobal.com

Evektor postpones EV-55 first flightBUSINESS

AVIATION P18


Swiss PrivateAviation – the business jet division of Swiss

European Air Lines – is going through a consultation process that is likely to lead to its closure. Par-ent company Lufthansa is under-stood to be on the verge of entering into a new co-operation agreement with fractional ownership provider NetJets Europe to provide flights for its LPJ private jet offering.

Lufthansa previously had an agreement with NetJets to provide its first-class passengers with a

business jet feeder service through-out Europe to and from its major hubs in Frankfurt and Munich.

The agreement folded in 2007 and Lufthansa acquired a fleet of Cessna Citation business jets op-erated by Swiss PrivateAviation.

LPJ has grown rapidly and the fleet now consists of three CJ1+, two CJ3s and two XLS+s. Extra ca-pacity is provided by German and Austrian charter operators DC Aviation and Jet Alliance. Lufthan-sa is also seeking to expand the

Data from testing the single-engined jet will be used to refine its profile

Str

ato

s

Stratos Aircraft is gearing up to begin windtunnel testing in

April of a 1/8th-scale model of its Stratos 714 single-engined jet.

The Bend, Oregon-based start-up has secured a slice of external funding, but the company needs more investment to bring the five-seat Williams FJ44-3AP-powered aircraft to market.

“Among other things, the tests will give us valuable data on lift and drag for the wing and fuse-lage along with a number of pa-rameters to verify stability and control,” says Stratos chief execu-tive Alexander Craig. “With the results we’ll be able to refine the profile of the Stratos 714, if need-

The European Business Avia-tion Association has launched

a campaign for operators, brokers and passengers to curtail illegal charter flights within Europe.

“The operation of illegal char-ters has been a top agenda item for EBAA over the past year. The as-sociation is taking this forward into positive action in 2011. Oper-ating without a valid air operator’s certificate and failing to comply with traffic rights are key concerns for many within the business avi-ation community,” says Brussels-based EBAA.

The plight of Europe’s ap-proved operators and brokers was highlighted by Flight Internation-al last year. This followed an in-dustry roundtable discussion that revealed widespread use of illegal charters and abuse of regulations by a number of operators, brokers and owners.

“It is in the reputational and commercial interest of all in busi-ness aviation to ensure that the flights advertised and arranged are legally permissible and in compli-ance with the regulatory safety standards demanded of air opera-tor certificate holders,” says EBAA president Brian Humphries.

The association has compiled a document called Is my flight legal. Ensure the safety and legal-ity of the business aircraft you charter that stipulates what ac-tivities fall within the realm of permissible flight activity within Europe and which do not.

A separate brochure has been published “to help passengers and all non-specialist interested par-ties better understand the rules and the risk of non-compliance”.

The vast majority of flights op-erated to, within and from the EU comply with legal requirements, says Humphries. “Nevertheless, there are some operators who un-wisely choose to circumvent the system,” he adds.

Rockwell Collins has acquired a Virginia-based software

company to expand the Ascend information management portfo-lio it launched three months ago.

Computing Technologies for Aviation, which supplies flight operating system software, was purchased for undisclosed terms. The business will join the newly created Ascend portfolio offered

CAMPAIGN KATE SARSFIELD LONDON

Europe mounts pressure on illegal charters

Read more about the illegal charter market at flightglobal.com/greyoutlook

CONSULTATION KERRY REALS LONDON

Swiss venture in danger as Lufthansa courts NetJets German flag carrier’s rumoured deal could force business aviation division’s closure

LPJ offering to the USA. Swiss concedes that Lufthansa

“has decided to further expand Lufthansa Private Jet in a way that we couldn’t”. As a result of this, combined with “very difficult” market conditions, Swiss Private-Aviation is undergoing consulta-tions that Swiss describes as “a normal process when you see that you can’t go on with a business”.

Lufthansa declines to comment on speculation that it is close to signing a deal with NetJets.

DEVELOPMENT KATE SARSFIELD LONDON

Stratos 714 ready for windtunnel

ed, in anticipation of building the prototype aircraft [within the next two years].”

Stratos has opened the order-book and is “taking $10,000 de-

posits on delivery positions” for the $2 million aircraft, which has a projected cruise speed of 400kt (740km/h) and a range of 1,500nm (2,775km).

ACQUISITION STEPHEN TRIMBLE WASHINGTON DC

Collins purchase will boost information business by Collins’ flight information so-lutions business.

Founded nearly 30 years ago, CTA’s software allows corporate and private aircraft owners to au-tomate scheduling, charter quotes, flight logs and regulatory information. The company’s web site lists 10 employees on staff, including president Fred Powell.

The acquisition follows Col-

lins’ purchase last year of Hou-ston-based Air Routing, which provides scheduling and dispatch services for similar clients.

The Ascend service will offer clients information management tools from both CTA and Air Routing, as well as adding the firm’s datalinks to automatically download regulatory and opera-tional updates to the cockpit.

FIN_180111_018-17 17 1/13/11 11:11:27 AM

BUSINESS AVIATION

flightglobal.com

Keep up to date with all the latest business and general aviation news at flightglobal.com/bizav


FUNDING EMMA KELLY PERTH

Hawker Pacific expansion takes offNew part-owner Seacor’s $25 million investment will boost fixed-base operations, MRO activities and salesforce

Australian aerospace sales and product support company

Hawker Pacific is to use funding from new part-owner Seacor to provide fixed-base operations and maintenance repair and overhaul activities in India, Singapore and Shanghai, as well as expanding its Asia-based aircraft salesforce.

Offshore oil and gas and marine transport service provider Seacor acquired a 33% stake in Hawker Pacific at the end of 2010. It in-vested A$25 million ($24.6 mil-lion) into the Sydney-based com-pany, which is majority owned by Saab and Lynton Holding Asia, in

exchange for newly issued com-mon equity and representation on the Hawker Pacific board.

Hawker Pacific conducts aero-space sales, special mission mod-ification and systems integration, technical support and handling and FBO services across Austral-ia, New Zealand, Asia Pacific and the Middle East.

Hawker Pacific chief executive Alan Smith says a new facility at Seletar airport, Singapore will be among projects to be paid for by the funding.

As part of the airport redevel-opment, Hawker Pacific must re-

locate from the East Camp to the West Camp precinct, where it will have a new 9,000m2 (96,900ft2) FBO. This will include a state-of-the-art aircraft paintshop and dedicated line and heavy mainte-nance hangars, with the compa-ny’s Singapore workforce of 80-plus set to grow substantially.

The investment will also be used for the expansion into MRO and aircraft management activi-ties at Hawker Pacific’s joint ven-ture FBO with the Shanghai Air-port Authority at the Chinese airport. “The current FBO activity is experiencing healthy growth

and we will continue to look for opportunities to expand opera-tions into other key regional cen-tres,” says Smith.

Hawker Pacific will also ex-plore opportunities to establish an FBO/MRO business in India – a market it has been eyeing for some time, he adds.

“Funds are also earmarked to aggressively expand our Asia-based aircraft salesforce. The in-dividual markets in Asia contin-ue to show good potential and it is a priority to ensure we have the resources to maximise our expo-sure in the various markets.”

Evektor is seeking military sales for the 14-seat Outback

Czech aircraft manufacturer Evektor is holding back first

flight of its EV-55 Outback twin-engined turboprop until it gets the green light from the Czech army and the country’s ministry of defence, which are supervising initial testing of the 14-seat, high-wing aircraft.

“The first flight – which was originally planned for the third quarter of 2010 – was postponed for administrative reasons,” says Evektor marketing manager Petr Grebeníček.

He says that while the civil market is Evektor’s primary tar-get, it is also seeking military sales of the Pratt & Whitney Cana-da PT6A-21-powered EV-55. For this reason “we have decided to perform the initial flight testing within the scope of military op-erations and this requires more time and effort [to plan] than orig-inally expected”.

Kunovice-based Evektor will not be drawn on a specific time-line for the maiden sortie, but says the EV-55 will take to the skies “in the coming months”.

Grebeníček says that “the first EV-55 prototype – serial number 001– has passed all the pre-flight tests and is ready, from the

technical point of view, for its maiden flight”.

Evektor has also completed static testing of the horizontal tailplane, landing gear drop and strength, control surface and ground vibration testing.

The delay to the flight-test pro-gramme has not hampered Evek-tor’s quest to secure investment for a second EV-55 production fa-cility in Russia’s Ulyanovsk re-gion. “Along with our partners from Ulyanovsk, we are discuss-ing with a strong Russian compa-ny about a possibility of establish a joint venture,” says Grebeníček.

He will not be drawn on the size of each partner’s stakeholding, but Evektor is expected to have a ma-jority share in the venture.

“There is a big market in Rus-sia for the EV-55 from charter, commuter, cargo, special mission and military operators who need the versatility of this aircraft to access remote areas,” Grebeníček adds. “The same can be said of other regions such as Australia, Brazil, Canada, India and the USA where we have also received very strong demand and a posi-tive reception to the aircraft, which can access unpaved air-strips and high-altitude sites.”

Russian-produced aircraft will be marketed in Russia and the CIS. Czech-made aircraft will be sold in Europe and elsewhere.

The Australian Antarctic Divi-sion has put on hold Airbus

A319LR services between Hobart, Tasmania and Wilkins aerodrome, Antarctica because of safety con-cerns with the aerodrome’s blue ice runway caused by warmer than normal temperatures.

Australia built the 4,000m (1,200ft) blue ice runway near the country’s Casey research station in 2006 to allow it to operate inter-continental jet services during the southern hemisphere summer. Be-fore the runway was constructed, Australian researchers had to un-dergo a 10-day journey to Antarc-tica by boat. The runway is used for between 10 and 20 flights by a modified A319LR operated by Sydney-based Skytraders.

The flights usually operate from mid-December, but runway temperatures have forced the can-cellation of services to Wilkins. Some flights have been operating to the US McMurdo Antarctica base instead, with de Havilland Twin Otter connections to Casey. The situation is being monitored, with the next flight to Wilkins scheduled for 18 January.

DEVELOPMENT KATE SARSFIELD LONDON

Evektor postpones EV-55 first flightOPERATIONS EMMA KELLY PERTH

Runway worries put Antarctic service on ice

Read more about Evektor at flightglobal.com/evektor

Eve

ktor

FIN_180111_018-17 18 1/13/11 11:50:31 AM

flightglobal.com

SPACEFLIGHTBAE calls off sale of Platform Solutions BUSINESS P20


SPACE SHUTTLE GAYLE PUTRICH WASHINGTON DC

NASA cracks Discovery tank problemEngineers pinpoint stringers and stress caused by loading extremely cold liquid hydrogen and oxygen as factors

NASA programme managers have finally found the cause

of the cracks on Space Shuttle Discovery’s external fuel tank – and a fix – setting a possible launch date of 24 February, the US space agency says.

Teams of engineers have been searching for more cracks, and their cause, since November.

“This was a tough problem,” says John Shannon, the Shuttle programme manager. “I’m very confident that we’ve finally gotten it figured out and we have a fix that is easy to implement.”

As originally thought, the stress of loading extremely cold liquid oxygen and hydrogen into the tank played a partial role in the cracks, Shannon says. Further

investigation has shown that an-other contributing factor was that this set of stringers is not as frac-ture-resistant as earlier batches.

Tests on Discovery’s tank have not been able to pinpoint either material quality or flaws from as-sembly as the sole source of the cracking problem, showing it is likely to be a combination of both, NASA says, calling the matter “hard to quantify”.

“It’s been a long road,” Shan-non says. “I’m very confident we have it finally figured out and we have a fix. We’re going to fly with a lot of confidence in this tank.”

According to Shannon, the same problem may have existed without programme officials real-ising it on the fuel tank that flew

in May 2010 with Atlantis, al-though it caused no problems.

Crews are fitting pieces of metal, called radius blocks, over both edges of all 108 of Discov-ery’s 67.4m (21ft)-long stringers, where they attach to the external tank’s thrust panel area, strength-ening them at the point that re-ceives the most stress on the way to orbit. NASA expects the work to be complete by 23 January.

Although programme manag-ers hope to have Discovery on the launch pad by late February for its much-anticipated final flight, the repairs are not the only sched-uling factor to contend with.

Mike Suffredini, International Space Station programme man-ager, says the launch date is

“workable” given other traffic to the station. A European cargo spacecraft, ATV-2, is set to launch to the station on 15 February, car-rying supplies and equipment.

“We think we can support a launch date of 24 February,” Suf-fredini says. “There’s some work to do to finalise the planning we’ve done over the past several days.”

Discovery’s long string of delays – first to repair leaking helium and nitrogen gas lines on the Shuttle’s orbital manoeuvring system pod, then electrical problems and bad weather struck before the stringer cracks were found on 5 November – has already pushed the lift-off of the final scheduled Shuttle mis-sion. STS-134 Endeavour is now expected on 1 April.

FIN_180111_019 19 1/13/11 10:54:46 AM

BUSINESS

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BAE SYSTEMS The UK

defence giant has failed

to offload a division that

has a product portfolio

ranging from fly-by-wire

flight controls and mis-

sion avionics for military

aircraft to hybrid electric

power systems for city

buses. New York state-

based Platform

Solutions had been on

the market since

September, but “despite

considerable expres-

sions of interest” BAE

has called time on “this

lengthy period of uncer-

tainty” and taken the

business off the market.

ETIHAD The national air-

line of Abu Dhabi says

2010 revenue was up

nearly 30% to $2.95 bil-

lion and it is on track to

break even this year and

turn its first profit in

2012. Passenger num-

bers broke the 7 million

mark for the first time,

and cargo revenue

jumped 57.4% thanks to

its expanding route net-

work and the acquisition

of two dedicated Airbus

A330-200 freighters. A

major cost management

programme generated

$320 million in annual-

ised cost savings.

ENERGY DAN THISDELL LONDON

Oil has airlines over barrelRising fuel prices are hitting carriers hard, but passengers will not stand increases

The International Energy Agen-cy raised an alarming note as

our power-hungry lives got back into gear after the holidays. “Oil prices are entering a dangerous zone for the global economy. The oil import bills are becoming a threat to the economic recovery. This is a wake-up call to the oil-consuming countries and to the oil producers,” it said.

What is worth waking up for, says IEA chief economist Fatih Birol, is several weeks’ steady price rises, with benchmark Brent Crude opening January trading with a push to $95/barrel, its high-est price in more than two years.

According to the IEA, oil im-port costs for the 28 Organisation for Economic Cooperation and Development countries had shot up by one-third to $790 by the end of 2010. Within Europe, the extra $70 billion cost equals the combined budget deficits of Greece and Portugal.

Whether rising fuel bills derail economic recovery generally, from an airline industry perspec-tive oil prices – closely tracked by jet kerosene prices – are in a trou-ble zone. In 2010 Brent Crude av-eraged around $80/barrel and in-dustry talk in 2010 focused on passenger demand rather than fuel, which had dominated all concerns as its price rose to his-toric highs in summer 2008.

However, the International Air Transport Association points out that jet fuel prices at the close of 2010 were more than one-fifth higher than a year earlier. And, if those prices prevail for 2011, the industry’s fuel bill will have risen by $22 billion. To put that in per-spective, the industry set an all-time profit record in 2010, of $15.1 billion. Last year, airlines spent an IATA-estimated $139 billion on fuel, accounting for 26% of operating expenses, as-suming Brent Crude at $79.

Oil at $100/barrel is entirely likely. Even before the recent surge into the $90 range, Bank of America Merrill Lynch commodi-

SOURCE: ICIS/CGES

300

600

900

1,200

1,500

30

60

90

120

150

Jet kerosene $/tonne Brent crude $/barrel

2008 20102009 Jan

2011

JET KEROSENE V BRENT CRUDEAirbus

BAE S

yste

ms

ty strategist Sabine Schels forecast that Brent would break through $100 in 2011, but average $88. Prices have been rising steadily since December 2008, when they had plunged into a $40s trough following the peak in the $130 range in July 2008, which took jet fuel prices to $1,360/tonne.

WINTER GLOOMThat long climb has been given a push by a hard winter in Europe and North America. As Leo Droll-as, chief economist at the Centre for Global Energy Studies in Lon-don points out, jet fuel is a middle-distillate crude oil derivative simi-lar to heating oil. Refineries have to choose between the two. Air-lines, he says, are paying for a cold winter, with jet fuel set to average $906/tonne for this month. For the year, Drollas is less optimistic than Schels, expecting Brent to average $93, which translates into about $900/tonne for jet fuel.

In the short term, there is not much airlines can do to counter rising fuel bills. Hedging – essen-tially a two-way bet against fuel price movements – can keep the per-tonne fuel bill more or less constant. It is a technique used ef-fectively by “strategic hedgers” such as Air France, British Air-ways or Lufthansa, which always maintain hedged positions.

But, says Drollas, “tactical hedgers” such as Ryanair, which try to dip into the hedging market

when they fear rising fuel prices, often lose; airlines that had pan-icked and hedged against sky-high prices in 2008 found them-selves paying way over market prices after oil collapsed in Au-gust 2008. Forecasting oil prices, he notes, is a mug’s game.

Otherwise, airlines can hope to raise prices to cover rising costs. However, industry analyst Chris Tarry of CTAIRA says price rises only “stick” if there is excess de-mand for travel. Asian markets are strong, he says, but in Europe, where the big volume market is for leisure travel, the demand out-look is not good so raising prices would be a volume killer.

That condition puts airlines in a bind. They cannot go on absorb-ing rising fuel costs, says Terry, but their greatest threat is lack of passenger demand.

The IEA’s worry about rising oil prices threatening economic recov-ery bodes ill for airlines either way. Schels believes that prices above $100/barrel are not sustainable as they cross the “pain threshold” for OECD countries. Drollas notes that the Saudis want to keep oil trading in the $70-90/barrel range and are raising output in a bid to take the edge off recent rises.

Oil in the $80-90 range, then, looks like a good bet; not high enough to derail recovery, but high enough to keep global growth in check – and to keep air-lines sweating the fuel bills.

FIN_180111_020-21 20 1/13/11 1:28:54 PM

BUSINESS

flightglobal.com

QUOTE OF THE WEEK

“Our duty is to prepare the company for a new world”

EADS chief executive

LOUIS GALLOIS on

the challenges facing

Europe’s aerospace

champion as it begins

its second decade


PEOPLE MOVESADS, AJ Walter, Hume Brophy, Marshall, WestJet, Wyle

Gonzalez: G650 buyer

Tomkova: Prague jets

BELL INTEGRATES SERVICE SUBSIDIARIESROTORCRAFT Bell Helicopter has brought six wholly owned support

and service subsidiaries into the main operation in a bid to provide

more comprehensive, lifetime service. Edwards & Associates, Rotor

Blades, Acadian Composites, Bell Aerospace Services and US

Helicopter will now trade as Bell Helicopter. Bell will continue to offer

parts and accessories under the Aeronautical Accessories brand.

DELIVERIES UP AT RAISBECK ENGINEERINGMANUFACTURING Raisbeck Engineering ended the year with a

record December and 26% increase in its fourth quarter sales and

deliveries, making 2010 the Seattle-based aerostructure maker’s

second-best ever, behind only 2008. President Mike McConnell says

Raisbeck’s fully enclosed main landing gears and dual aft body

strakes for Beechcraft King Air 350ERs were sales drivers, particular

on surveillance and reconnaissance versions.

PRECISION RELOCATES AVCENTERMAINTENANCE Atlanta-based Precision Aviation Group has ac-

quired Dallas-based Federal Aviation Administration repair station

Avcenter and relocated the operation to Atlanta.

AJ WALTER MOVES INTO ENGINE LEASINGPROPULSION AJ Walter Aviation is to extend its component man-

agement and support services to commercial aeroengines. The

company will offer engineering services, engine leasing and trading

as well as parts supply. Focusing on General Electric CF6-80, CFM

International CFM56-3/5/7, International Aero Engine V2500 and

Pratt & Whitney PW4000 series engines, the business is setting up

an inventory of powerplants.

EIGHT BID TO ADVISE TURKISH PRIVATISATION AIRLINES Eight financial companies have submitted bids to the

Turkish privatisation administration OIB to prepare Turkish Airlines

for another share sale: Goldman Sachs, Credit Agricole, Merrill

Lynch, BNP Paribas, UniCredit Bank, HSBC, UBS and CitiGroup.

Turkey’s government holds just over 49% of the airline. The success-

ful bidder will assist in drawing up a strategy for further privatisation

of the carrier.

CURTISS-WRIGHT ACQUIRES PREDATOR SYSTEMSDEFENCE Curtiss-Wright has acquired Predator Systems for $13.3

million. Predator designs and manufactures motion control compo-

nents and subsystems for ground defence, ordnance guidance and

aerospace applications. Sales in 2010 were around $8 million. The

company has 45 employees.

CORIOLIS COMPOSITES WINS CSERIES BUSINESSAUTOMATION Bombardier has awarded Coriolis Composites a con-

tract to supply automated fibre placement robots to manufacture

composite parts for the aft fuselage of the CSeries airliner. Coriolis

has developed and supplied automated, robotics-based fibre place-

ment systems for original equipment manufacturers in Europe.

ELBIT BUYS BUSINESS IN BRAZILELECTRONICS Israel’s Elbit Systems has acquired two Brazilian

defence electronics companies, Ares Aeroespecial e Defesa and

Periscopio Equipamentos Optronicos, in transactions worth “tens of

millions of Brazilian reals” (10 reals is about $6). Located in the vi-

cinity of Rio de Janeiro, the companies have around 70 employees.

BUSINESS BRIEFS

is now managing director defence at the UK’s ADS industry group. Gulfstream has promoted Doreen Gonzalez to senior manager, G650 procurement. Prague-based ABS Jets has promoted marketing and public relations boss Antonia Tomkova to commercial director. Cam Kenyon has joined WestJet from Lynx Aviation in Denver, as executive VP operations. Former European Civil Aviation Conference secretary general Gerry Lumsden has joined Hume Brophy as senior consultant. Karen Twitchell is now executive VP and chief financial officer at Landmark Aviation, in Houston.

Marshall Aerospace has appointed former Cobham executive Steve Fitz-Gerald as chief executive, to replace the retiring Martin Broadhurst. Company veteran and former chief pilot Peter Green is now president of Wyle’s Aerospace group. He replaces Brent Bennitt, who is now executive VP in head office. At Magna Parva, former Thales UAV VP and UK defence ministry UAV procurement boss Chris Day now heads the defence business. Steve Williams has joined AJ Walter Aviation as technical purchasing director. Former UK army engineer and defence consultant Gordon Lane

Airline safety: must do betterFEATURE P22

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FIN_180111_020-21 21 1/13/11 11:20:08 AM

flightglobal.com22 | Flight International | 18-24 January 2011

AIRLINE SAFETY

DAVID LEARMOUNT LONDON

After decades of constant improvement, the industry’s safety record has frustratingly levelled off. What can be done to lift it again?

In 2010 there were 26 fatal airline acci-dents (see tables P26-28), causing the deaths of 817 passengers and crew. This spans all types of airline operation,

including scheduled and non-scheduled passenger flights, jet and turboprop, plus non-passenger operations such as pure freight or positioning, and compares with 2009’s fig-ures of 28 accidents causing 749 deaths (see graph P23).

An indication that global average airline safety could still be improved considerably comes from the performance of International Air Transport Association member airlines, whose accident rate fell dramatically last year. The hull-loss accident rate for IATA carriers flying Western-built jets dropped to an all-

MUST DO BETTERThe Afriqiyah Airways Airbus A330 crash at Tripoli appears to have followed disorientation-engendered loss of control

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time low of 0.28 hull losses per million flights (see IATA graph P25), whereas the world aver-age remained fairly static at 0.66. And, of course, that global average rate includes the influence of the IATA carriers’ performance, so the opposite ends of the spectrum are wider apart than the two figures imply.

The IATA rate equates to one jet hull loss accident every 3.57 million flights, whereas the world average is one every 1.5 million flights. A comparison with days gone by shows that, in 1979, the world average acci-dent rate in the same category was three fatal accidents per million flights, so the global av-erage has improved by a multiple of 4.5 in that period. That statistical snapshot of the huge improvement over the past three decades helps to put into perspective the unprecedent-ed safety stagnation that is now apparent.

IATA’s senior vice-president of safety, op-erations and infrastructure, Gunther Mat-schnigg, says the safety programmes IATA has been embedding over the past decade are be-ginning to bear fruit. The single biggest influ-ence, Matschnigg believes, is the IATA Opera-tional Safety Audit (IOSA) programme, which has been introduced gradually over the past five years and has become compulsory every two years for member carriers. If a member airline fails or refuses to undergo an IOSA, it loses its membership. Now the IOSA is em-bedded, it is continually being enhanced, says Matschnigg. This year it includes a verifica-tion of the effectiveness of carriers’ safety management systems.

Meanwhile, safety programmes based on information derived from an increasingly ef-fective worldwide system of data sharing and

FIN_180111_022 22 1/13/11 10:46:40 AM


AIRLINE SAFETY

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Fatalities

Fatal accidentsFatalities

Fatal accidents

WORLD AIRLINE FATAL ACCIDENTS AND FATALITIES 2001-10

2001 2002 2003 2004 2005 2006 2007 2008 2009 20100

10

40

30

20

0

200

400

600

800

1,000

1,200

1,400

SOURCE: Flightglobal ACAS

10-year average fatal accidents10-year average fatalities

= 30= 777

33

40

27 28

34

2725

778

1,022

702

466

1,050

863

744

34

583

28

749

26

817

flight operations data monitoring are also hav-ing an effect on performance, Matschnigg says, with the International Civil Aviation Or-ganisation getting more and more involved in spreading the message.

The difference between airlines from coun-tries whose carriers still have 1980s accident rates and those with 21st century performance is, arguably, split between those who have embraced the major cultural change in safety that has taken place between then and now. In simple terms, that change is a shift from reac-tive to proactive safety management, a move away from using safety regulations to try to enforce good practice and towards a recogni-tion that regulations define a minimum legal standard, not a desirable one.

If the improvement trend is to resume, industry consensus is that it can happen only when all nations, particularly those with immature or developing economies, embrace modern safety management methods rather than hoping that regulation will enforce standards. Presenting on pilot standards at the Flight Safety Foundation (FSF) International Aviation Safety Seminar in October 2010, the Air Line Pilots Association International’s chief human factors spokesman Capt Charles Hogeman summed up the limitations of regulation to enforce safety thus: “Simple, clear purpose and principles give rise to complex, intelligent behaviour. Complex rules and regulations give rise to simple, stupid behaviour.”

CULTURAL CHANGEThe FSF’s director of technical standards, Jim Burin, says the key to resuming global safety improvement is persuading those countries – mostly developing economies – to embrace the radical cultural change in going “beyond compliance” – the recognition that complying with legal minimums does not deliver satis-factory safety.

According to Burin, a good safety culture in an airline is the key to safety performance im-provement, because without a positive atti-tude to safety from the board downward, the tacit adoption of a safety management system will not necessarily bring any improvement.

Burin says that almost all the serious acci-dents that happened in 2010, as in the previ-ous decade, could easily have been prevented if the airlines concerned had applied existing, fully understood, simple intervention strate-gies. He cites a few examples of intervention strategies that would eliminate most serious accidents that are happening today: fitting a terrain awareness and warning system (TAWS) to all commercial aircraft, including turboprops; providing upset recovery training for pilots; and rigorous adherence to stabilised approach procedures.

Burin points out that 2010 brought two

more loss of control and two more controlled flight into terrain (CFIT) fatal jet accidents, and that these types of incident really can be – and should have been – eliminated as a cause of airline crashes.

The Flight International accident tables (starting P26) suggest that, among turboprop regional and freight operators, when the offi-cial accident verdicts for 2010 finally become available, it may be determined that as many as nine fatal accidents involved CFIT.

As for lessons from individual accidents in 2010, the Airblue Airbus A321 crash near Is-lamabad in Pakistan looks likely to be judged as the first-ever controlled flight into terrain catastrophe involving an aircraft fitted with a TAWS. Several questions arise if this is con-firmed. Was the TAWS serviceable and switched on? And if it was operating, what mental attitude or preconception would cause a crew to ignore TAWS warnings? Pilots have died after ignoring or rejecting alerts from the older type of ground proximity warning sys-tem. In the Islamabad incident, the crew had carried out an instrument landing system ap-proach toward Runway 30 in rain and a low cloudbase, and had then broken off into a cir-

cling approach, intending to position for a landing on Runway 12 because of the wind direction. During the circling approach, the aircraft hit high ground.

There have been two serious accidents in-volving loss of control or, perhaps more pre-cisely, lack of control. The Ethiopian Airlines Boeing 737-800 out of Beirut incident seems to have begun with pilot disorientation (see accident list). In the case of the Afriqiyah Air-ways A330-200 on approach to Tripoli at dawn, the ground impact involved a ground-speed considerably higher than normal ap-proach speed. Fuel starvation and technical malfunction have been ruled out, suggesting disorientation-engendered loss of control.

Meanwhile, runway excursions – usually overruns after landing – continue to be by far the most common type of aircraft accident, normally leading to aircraft damage but not often involving fatalities.

The worst of these in 2010 involved an Air India Express Boeing 737-800 that overran the runway at Mangalore, despite good weather and a dry surface. After an unstable approach that should have been abandoned, the aircraft touched down long and fast, and ran off the

A Dagestan Airlines Tu-154 crashed at Moscow Domodedovo after all of its three engines failed

FIN_180111_022 23 1/13/11 10:46:53 AM


AIRLINE SAFETY

BELOW are brief synopses of

accident reports published in

the last six months of 2010.

For those published in the first

half of the year, see the report

in Flight International, 3-9

August 2010.

On 7 January 2008, a

Qantas Boeing 747-400

(VH-OJM) suffered a major

electrical power failure on ap-

proach to Bangkok resulting

from a “substantial water

leak” in the forward galley

area. The Australian Transport

Safety Bureau urged Boeing to

update its flight handbook to

help crew with decisions dur-

ing an electrical power loss.

The ATSB said the leak came

from an overflowing drain when

a drain line became blocked

with ice that had formed be-

cause of an inoperable heater.

“The water flowed forward and

through a decompression pan-

el into the aircraft’s main

equipment centre before leak-

ing on to three of the four gen-

erator units, causing them to

malfunction and shut down.” A

drip-tray failed to shield the

electric systems from the spill-

age. The aircraft landed safely.

The 346 passengers and 19

crew on board were uninjured.

On 25 July 2008, one of the

bank of oxygen cylinders sited

in the cargo hold of a Qantas

Boeing 747-400 (VH-OJK)

failed at its base. The explo-

sion ruptured the fuselage and

the pressurised gas projected

the cylinder up through the

floor into a galley area, damag-

ing an external door. The air-

craft, en route from Hong Kong

to Melbourne, suffered sudden

decompression, so the crew

descended to 10,000ft

(3,000m) and diverted to

Manila, Philippines. Nobody

was hurt. The ATSB has not

determined the reason for the

cylinder’s failure.

The 27 November 2008

crash of an XL Airways Airbus

A320 offshore from Perpignan,

France, during a post-mainte-

nance test flight was caused

by icing affecting the twinjet’s

angle-of-attack sensors, com-

bined with the crew’s complete

lack of test flying experience,

and the captain disregarding

operational guidelines for the

safe performance of low-speed

handling checks. French inves-

tigation agency BEA attributed

the icing to maintenance com-

pany EAS Industries’ failure to

protect the sensors during

water washing.

This meant the crew did not

receive correct stall warning

and protection during the low-

speed handling test, which

they carried out during descent

toward Perpignan when pass-

ing 4,000ft. Air traffic control

restrictions prevented them

carrying out the test manoeu-

vres they wanted to, so they

tried to carry out the low-speed

checks during descent, de-

spite the fact that the Airbus

procedures they were sup-

posed to be following demand

such tests are not carried out

below 14,000ft. The crew lost

control of the aircraft when it

stalled, and could not recover

before hitting the sea.

Spanish legal procedures

are preventing technical inves-

tigators checking electrical

equipment that played a vital

part in the 20 August 2008

crash of a Spanair Boeing

MD-82 during take-off from

Madrid Barajas airport. The

pilots inadvertently failed to

set take-off flap, did not realise

their omission, and lost control

of the aircraft. The crash killed

154 passengers and crew.

What should have been a

relatively minor electrical relay

fault with the ram air tempera-

ture probe heating system

mysteriously disabled the take-

off configuration warning sys-

tem that would have alerted

the crew to their error as soon

as they set take-off power, but

the Spanish judiciary is stop-

ping investigators examining

the systems to establish the

connection between the relay

failure and the absence of the

take-off configuration warning.

In a follow-up to the Brazilian

report on the 17 July 2007

fatal overrun by a TAM Airbus

A320 at São Paulo Congonhas

airport, the European Aviation

Safety Agency is issuing an

airworthiness directive requir-

ing modification to the system

that generates the throttle le-

ver “retard” warning on touch-

down. The overrun occurred for

a variety of reasons but, most

importantly, at touchdown the

pilots failed to retard both the

throttle levers to idle. With the

existing system, the recorded

voice message to “retard” the

throttles would stop if one le-

ver was selected to reverse,

even if the other was not re-

tarded to idle. With the modifi-

cation, as long as one thrust

lever remains above idle, the

call to “retard” will continue.

LESSONS

WHAT THE ACCIDENT REPORTS SAID

The TAM Airbus A320 overrun led to alert modifications

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end of the runway down a steep slope, killing 158 people.

Behind the aviation front line, a significant emerging study from the Federal Aviation Ad-ministration suggests flightcrew have never been properly trained to operate highly auto-mated aircraft. Perhaps they cannot, at present, be effectively trained, the FAA report implies, because there are no checklists for many of the automation-related problems that pilots frequently encounter. This leaves them having to manage using ingenuity.

Entitled “Operational use of flightpath management systems”, the report’s message is that regular systemic failings in training, iden-tified in real operations, show that airline op-erations today contain an identified potential for hundreds of latent accidents and incidents unless changes are made. The study is, effec-tively, a follow-up to the FAA’s 1996 land-mark report “Interfaces between flightcrews and modern flightdeck systems”, but it looks like it might have far greater implications for change than the original.

Leading the study team, FAA human fac-tors specialist Dr Kathy Abbott focuses princi-pally on the pilots’ relationship with what she calls “automated systems for flightpath man-agement”. This, she says, includes the auto-pilot, autothrottle/autothrust, the flight man-agement system, flight directors and “associated pilot interfaces”.

INADEQUATE KNOWLEDGEInadequate crew knowledge of automated sys-tems was a factor in more than 40% of accidents and 30% of serious airline incidents, Abbott says. She catalogues evidence of disharmony between crews and their highly automated air-craft, based on detailed studies of accident and incident data and line operation safety audits between 2001 and 2009, so the research is recent and involves real operations. Abbott says the findings are raw data at this point, and there is more work to do before publication this year.

Among the handling problems pilots have repeatedly demonstrated, Abbott’s findings include lack of recognition of autopilot or autothrottle disconnect; lack of monitoring and failure to maintain aircraft energy/speed; incorrect upset recovery; inappropriate con-trol inputs; and dual sidestick inputs. On flight management system use, she found pi-lots often focus on programming the FMS to the detriment of monitoring the flightpath.

Abbott finds there are many failures for which pilots receive little or no help from checklists or from training of any kind. These include failures or malfunctions of air data computers, computer or software failures, many electrical failures, and uncommanded autopilot disconnects or pitch-up for which the reason is not known. She comments: “Failure assessment is difficult, failure recov-

FIN_180111_022 24 1/13/11 10:47:04 AM


AIRLINE SAFETY

WESTERN-BUILT JET HULL LOSS RATE (2000-2010)

2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

SOURCE: IATA

Total global figuresIATA member airline performance

This Aires Colombia Boeing 737-700 overran the runway in a storm at San Andres Island airport

A Taban Airlines Tupolev Tu-154 broke up landing in fog at Mashhad airport, Iran

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ery is difficult, and the failure modes were not anticipated by the designers.”

Despite being aware of the sometimes fickle nature of automation, she observes, pilots nevertheless frequently abdicate too much re-sponsibility to automated systems. The rea-sons for this include a perceived lack of trust in pilot performance by the airline, policies that encourage the use of automated systems rather than manual flying and insufficient training, experience or judgement. The result is that “pilots may not be prepared to handle non-routine situations”, says Abbott. When she examined accidents in which crews had, at some stage, reverted to manual flying, she found “manual handling/flight control errors” were contributory factors in 60% of cases.

INFORMATION AUTOMATIONAbbott highlights particular vulnerabilities in automated systems and their interfaces, in-cluding mode confusion, and a pilot tendency to use processed information from the FMS instead of raw data. Another problem she identifies is that much of the information sup-plied to pilots is itself automated – what she calls “information automation”.

She says: “The current focus on managing modes and automation may not always inte-grate well with flightpath management tasks.” She found evidence that pilot knowledge is se-riously lacking in many areas of automated systems, including understanding the flight di-rector, autopilot, autothrottle/autothrust, and flight management system/computer systems and their limitations; operating procedures, mode transitions and behaviour; and unusual attitude recognition and recovery.

Abbott predicts that recommendations on pilot training are likely to say that it should focus on standard operating procedures for flightpath management, distinguish between guidance and control and encourage flight-crews to tell air traffic “unable to comply” when appropriate. Finally, each individual airline should ensure its standard operating procedures are tailored to its specific needs. Abbott says the industry as a whole needs to review practice, regulatory guidance and re-quirements for training in numerous areas. These include flightpath and energy manage-ment, recovery from off-path circumstances, use of alternative modes to meet air traffic clearances/requirements, operators’ opera-tional policies and managing malfunctions.

That list of tasks – a resounding indictment of the industry’s inability to adjust training ap-propriately for the modern cockpit environ-ment – should be enough to keep the aircraft manufacturers, airlines and regulators busy. Tables start on P26

For more on airline safety issues read David Learmount’s blog at flightglobal.com/blogs/learmount

FIN_180111_022 25 1/13/11 10:47:17 AM

AIRLINE SAFETY


FATAL ACCIDENTS: SCHEDULED PASSENGER FLIGHTS25 January Ethiopian Airlines Boeing 737-800 (ET-ANB) Offshore from Beirut, Lebanon 8/82 8/82 CThe aircraft was carrying out a climbing turn over the sea at night as part of its departure procedure, but then it descended into the sea.

12 May Afriqiyah Airways Airbus A330-200 (5A-ONG) Nr Tripoli airport, Libya 11/92 11/93 RAThe aircraft, inbound on an overnight flight from Johannesburg, crashed about 900m from the threshold of Runway 09 in poor, hazy visibility just as dawn was breaking, and broke up. Its wreckage was widely dis-persed, indicating that the aircraft hit the ground at high speed, but there was one survivor. Runway 09 does not have ILS, but its reciprocal does, and a NOTAM current at the time described the Tripoli VOR as being unreliable because of work in its vicinity. Information from the FDR and CVR indicates there were no technical faults on the aircraft and fuel starvation was not an issue.

22 May Air India Express Boeing 737-800 (VT-AXV) Mangalore airport, India 158 166 LThe aircraft landed on Runway 24 just beyond the touchdown zone in fair weather with no rain, and overran the runway end, plunging down a steep incline. Mangalore airport is on a hilltop with no overrun. A leak from a government employee alleges that the captain, who was the pilot flying on the approach, had been sleeping until top of descent, then ignored calls from the co-pilot to go around.

28 June Airblue Airbus A321 (AP-BJB) Nr Islamabad airport, Pakistan 6/146 6/146 AAThe aircraft carried out an ILS approach to Runway 30 at Islamabad in cloud and rain, then broke off for a circling approach to 12 because the wind was easterly. During this process, it crashed into high ground. The A321 was on a scheduled flight from Karachi. Sources close to the investigation say there is no indication of a technical malfunction. If this is confirmed as a CFIT accident, it will be the first fatal CFIT accident involv-ing an airliner with an EGPWS.

16 August Aires Colombia Boeing 737-700 (HK-4682) San Andres Island airport, Colombia -/2 6/121 LLanding at night in stormy weather, the aircraft ran off the runway, suffering structural damage.

4 December Dagestan Airlines Tupolev Tu-154M (RA-85744) Moscow Domodedovo airport, Russia -/2 9/160 ERAfter take-off from Moscow Vnukovo airport, the crew suffered problems with fuel supply to the engines, and Nos 1 and 3 stopped. The crew decided to divert to Domodedovo, and made a fast approach with only the No 2 engine operating. The aircraft landed long beside the runway, the FDR recording a 3.5g acceleration on its first touchdown, from which it bounced, and at the second touchdown, the acceleration was 5g. It then hit a mound, breaking into three sections.

FATAL ACCIDENTS: NON-SCHEDULED PASSENGER FLIGHTS5 November JS Air Beech 1900C (AP-BJD) Nr Karachi Jinnah airport, Pakistan 4/17 4/17 CIn the early climb out of Karachi, the pilot transmitted an emergency call requesting return to the airport. An engine failure is believed to have occurred, and the pilot was not able to recover to the airport.

FATAL ACCIDENTS: REGIONAL AND COMMUTER AIRLINES15 May Blue Wing Airlines Antonov An-28 (PZ-TSV) North-eastern Surinam 2/6 2/6 ERThe aircraft, on a domestic scheduled flight from Godo northward to Paramaribo, crashed in jungle.

17 May Pamir Airways Antonov An-24B (YA-PIS) Nr Salang pass, Afghanistan 6/38 6/38 ERThe aircraft was flying from Kunduz in the north, bound for Kabul, when it went missing. The wreckage was found two days later in high ground.

Date Carrier Aircraft type/registration Location Fatalities Total occupants Phase crew/pax crew/pax

NOTES ON TABLESAccident data comes from Flight International’s own research, sister online publication Air Transport Intelligence and from our database service Flightglobal ACAS’s daily occurrence information. Details of non-fatal incidents are not made available officially by many countries, but Flight International continues to list as many significant incidents as possible, to maximise the availability of relevant information. We accept the non-fatal listing may be weighted against the airlines of those countries that make safety information more readily available.

ACCIDENTS AND INCIDENTS2010

AA airfield approach/early descent

AAIB UK Air Accidents Investigation Branch

AAL above airfield level

ADC air-data computer

ADF automatic direction finder

AF air force

AGL above ground level

AMSL above mean sea level

AOA angle of attack

APU auxiliary power unit

ASI airspeed indicator

ATC air traffic control

C climb

C-B circuit breaker

CFIT controlled flight into terrain

CVR cockpit voice recorder

DFDR digital flight data recorder

DME distance measuring equipment

ECAM electronic centralised aircraft monitor

EFIS electronic flight-instrument system

EGPWS enhanced ground proximity

warning system

EGT exhaust gas temperature

EICAS engine indicating and crew alerting

system

ER en route

ETOPS extended-range twin operations

FAA US Federal Aviation Administration

FDR flight data recorder

FL flight level = altitude, in hundreds of

feet, with international standard pressure-

setting (ISA) of 1013.2mb set on altimeter

(for example, FL100 = altimeter reading of

10,000ft with ISA set)

FMS flight management system

G on ground

GPU ground power unit

GPWS ground proximity warning system

HP high pressure

IFR instrument flight rules

IMC instrument meteorological conditions

ILS instrument-landing system

ISA international standard atmosphere =

sea level pressure of 1013.2mb and

standard temp erature/pressure lapse rate

with altitude

L landing

LP low pressure

MEL minimum equipment list

MDC McDonnell Douglas

MTOW maximum take-off weight

NDB non-directional beacon

NTSB US National Transportation Safety

Board

PAPI precision approach path indicator

PAX passengers

PF pilot flying

PNF pilot not flying

RA runway/final approach

RNAV area navigation

SB service bulletin

SID standard instrument departure

TAWS terrain awareness and warning system

TO take-off

TOGA press-button selected take-off/

go-around thrust

VFR visual flight rules

VHF very high frequency

VMC visual meteorological conditions

VOR VHF omni-range navigation beacon

V1 take-off decision speed

Conversion factors

1nm = 1.85km

1ft = 0.3m

1kt = 1.85km/h

GLOSSARY OF TERMS AND ABBREVIATIONS

FIN_180111_026-028 26 1/12/11 1:30:30 PM

AIRLINE SAFETY


Date Carrier Aircraft type/registration Location Fatalities Total occupants Phase crew/pax crew/pax

3 August Katekavia Antonov An-24 (RA-46524) Igarka airport, Russia 1/11 4/11 RAThe aircraft crashed on short final approach in bad visibility. According to the investigator’s report, this was a CFIT accident, and it occurred because the aircraft had continued the approach beyond its minimum descent height without having the runway in sight, and it hit trees.

24 August Henan Airlines Embraer 190LR (B-3130) Yichun Lindu airport, Henan, China 42 96 LThe aircraft crashed on final approach to the airport in poor visibility. The authorities in Henan province have ordered the carrier to change its name back to its original one, Kunpeng Airlines, because the accident has had a negative impact on the province.

24 August Agni Air Dornier 228-100 (9n-AHE) Nr Bastipur, Nepal 3/11 3/11 ?The aircraft was en route from Lukla to Kathmandu when it was diverted to Simara because of bad weather at the planned destination. It hit high ground.

25 August Filair Let L-410UVP (9Q-CCN) Bandundu airport, DR Congo 3/17 3/18 RAThe aircraft hit the ground on final approach. The survivor reported passenger activity in the cabin during final approach, which has led to speculation that the aircraft was brought down by a centre-of-gravity shift.

13 September Conviasa ATR 42-300 (YV1010) Nr Puerto Ordaz, Venezuela 17 51 RAThe aircraft crashed on final approach about 8km from the end of the runway. Two years ago, a Conviasa Boeing 737-200 suffered a CFIT crash on approach to Latacunga, Venezuela, which was ruled to have been caused by sloppy crew procedures in the letdown. After the ATR42 Puerto Ordaz accident, the aircraft was grounded for a safety audit.

4 November Aerocaribbean ATR 72-212 (CU-T1549) Guasimal, Cuba 7/61 7/61 ERThe aircraft disappeared after transmitting an emergency call en route from Santiago to Havana. The wreckage was found in high terrain.

15 December Tara Air DHC Twin Otter 300 (9N-AFX) Palunge, Nr Lamidanda, Nepal 3/19 3/19 ERThe aircraft crashed in high terrain en route from Lamidanda to Kathmandu.

FATAL ACCIDENTS: NON-PASSENGER FLIGHTS22 January Alaska Central Express Beechcraft 1900C (N112AX) Sand Point airport, Alaska, USA 2 2 CThe aircraft, carrying cargo, crashed into the water shortly after take-off.

22 March Airnorth Embraer Brasilia (VH-ANB) Darwin airport, Australia 2 2 CThe two pilots were taking off for a training flight to revalidate the captain’s IR, and advised ATC that they would be simulating an engine failure soon after take-off. Soon after take-off, the aircraft rolled left, its nose dropped steeply and the aircraft hit the ground.

13 April AeroUnion Airbus A300B4F (XA-TUE) Monterrey airport, Mexico 5 5 RAOn approach to Runway 11, the aircraft came down on a road 2km from the runway end.

21 April Interisland Airways Antonov An-12 (UP-AN216) Pampanga, Philippines 3 6 ERThe 47-year-old Ukrainian-registered aircraft, operating for Interisland Airways on a UPS flight, came down in fields and broke up.

1 August All West Freight Fairchild Provider (N709RR) Mount Healy, Alaska, USA 3 3 ERHit high ground.

3 September United Parcel Service Boeing 747-400F (N571UP) Nr Dubai airport 2 2 AASoon after departing Dubai for Cologne, the crew changed frequency to Bahrain, then declared an emergency, reporting smoke in the aircraft. They turned back to Dubai but could not change frequency. The subse-quent approach to Dubai saw the aircraft positioned very high and fast relative to the runway. The 747 passed overhead Dubai heading south-east, with erratic height-keeping, indicating that the crew had increasingly limited control, and finally crashed close to Silicon Oasis. US investigators have said unofficially they believe this was an accident, and sabotage does not appear to have been involved. The FAA has since issued a precautionary reminder about safety regulations applicable to the carriage of lithium batteries, a consignment of which was among the 747’s cargo.

12 October Transafrik Lockheed Martin L-100-20 (5X-TUC) Nr Kabul, Afghanistan 8 8 ERThe aircraft crashed about 30km from Kabul on a flight from Kabul airport to Bagram air base. The airframe was built in 1969.

21 October TRACEP Let L-410UVP (9Q-CUA) Nr Bukavu, DR Congo 2 2 ERThe cargo flight took off from Bukavu for Shabunda, and an engine is believed to have failed not long after take-off. Bukavu has an elevation of 5,643ft AMSL.

11 November Tarco Airlines Antonov An-24 Zalingei airport, Sudan 6 38 LThis aircraft was dispatched as a cargo flight, but evidently had more people on it than a cargo aircraft normally would. The aircraft landed heavily and suffered severe structural damage.

28 November Sun Way Ilyushin 76 Nr Karachi Jinnah airport, Pakistan 8 8 CThe aircraft crashed soon after take-off from Jinnah.

Date Carrier Aircraft type/registration Location Injuries Total occupants Phase crew/pax crew/pax

SIGNIFICANT NON-FATAL ACCIDENTS2 January Compagnie Africaine Boeing 727-200 (9Q-CAA) Kinshasa Ndjili airport, DR Congo - ? L d’Aviation Landed in heavy rain and skidded off runway, sustaining considerable damage.

6 January Ameriflight Beechcraft C99 (N206AV) Kearney airport, Nebraska, USA - 1 LThe pilot was aware of icing on the ILS approach and used the de-icing boots. Shortly before flaring to land, the left wing appeared to stall, and the aircraft landed very heavily, causing damage to the left propeller and wing spar.

21 January Aeromexico Connect Embraer 145LU (XA-WAC) Tijuana airport, Mexico - 39 LThe aircraft left the runway while landing in a gusty crosswind.

24 January Taban Air Tupolev Tu 154M (RA-85787) Mashhad airport, Iran 46 170 LThe aircraft crash-landed in foggy weather, sustaining serious damage.

28 January Manunggal Air Antonov An-26B (4L-IFE) Wamena airport, Indonesia - 3 LOverran the runway at the end of a domestic cargo flight and suffered significant damage.

11 February Trigana Air Service ATR 42-300 (PK-YRP) 30km north of Balikpapan airport, - 52 ER IndonesiaOn approach to the planned destination at Samarinda airport, the aircraft’s No 1 engine control unit warning light illuminated, showing low oil pressure and other problems. The captain decided to shut down the engine, abandon the approach and divert to Balikpapan airport, about 90km south. During the transit, the No 2 ECU warning illuminated, accompanied by similar indications. The captain carried out a forced landing in a field.

1 March ACT Airlines Airbus A300B4 (TC-ACB) Bagram air base, Afghanistan - 6 LThe aircraft ran off the left of Runway 03 and the left gear collapsed.

15 March Servant Air BN Islander (N663SA) Kodiak airport, Alaska, USA ? 3 TOThe aircraft struck trees just after take-off and crash-landed ahead.

18 March DHL Airways Antonov An-26B (SP-FDO) Tallinn airport, Estonia - 6 LThe crew, inbound from Helsinki, carried out a go-around from the first attempted approach, but one of the engines lost power, so the pilots landed on the ice of Lake Ulemist. The landing was successful, but the

FIN_180111_026-028 27 1/12/11 1:30:49 PM


AIRLINE SAFETY

aircraft eventually sank through the ice.

22 March Aviastar TU Tupolev Tu-204-100 (RA-64011) Moscow Domodedovo airport, Russia ? 8 RAThe aircraft, on a ferry flight back to Moscow Domodedovo, crash-landed about 1km short of the runway at night in poor visibility without notifying ATC of any emergency. The aircraft had tracked well to the left of the localiser for much of the approach, possibly because of difficulties caused by a faulty flight-control computer. Aviation authority Rosaviatsia found the crew were inadequately trained to deal with such a malfunction and managed their resources inadequately, and that the airline had regularly ignored flight time limitations and crew rest requirements. It imposed a ban on Aviastar passenger flights pending an inspection of the carrier.

13 April Merpati Nusantara Boeing 737-300 (PK-MDE) Manokwari-Rendani airport, Indonesia 10 110 L Airlines Approaching the 2,000m runway in rain, the aircraft overran the end, descended a steep slope and came to rest in a river. The Indonesian investigators issued seven recommendations that implied a broad lack of safety oversight at the airline, at Manokwari airport, and at the Directorate General of Civil Aviation.

19 June Air Service Berlin Douglas DC-3 (D-CXXX) Nr Berlin Schönefeld airport, Germany - 28 CThe left engine lost power shortly after departure from Schönefeld on a sightseeing flight. The pilots could not maintain height and committed to a forced landing. The aircraft was badly damaged.

28 June Mauritania Airways Boeing 737-700 (TS-IEA) Conakry airport, Guinea -/- 6/61 LOverran runway on landing in heavy rain.

27 July Lufthansa Cargo Boeing MD-11F (D-ALCQ) Riyadh airport, Saudi Arabia 2 2 LThe aircraft bounced three times on landing, the first touchdown recording 2g acceleration, the second 3g and the third 4.3g. The rear fuselage detached, the aircraft left the runway and caught fire.

25 August Passaredo Linhas Aereas Embraer ERJ145LU (PR-PSJ) Vitoria da Conquista airport, Brazil -/2 35 LThe aircraft was severely damaged when it overran the runway.

7 September Alrosa Mirny Tupolev Tu-154M (RA-85684) Nr Izhma, Russia -/- 9/72 ERThe aircraft suffered a total electrical failure, lost radio contact and could not transfer fuel between tanks. For the latter reason, the crew knew they had to land soon, descended and chose to land at a disused aero-drome with a short runway. The aircraft overran the runway and was badly damaged.

24 September Windjet Airbus A319 (EI-EDM) Palermo airport, Sicily -/20 6/123 LThe aircraft landed heavily short of the Runway 07 threshold and was severely damaged. There were thunderstorms in the vicinity and windshear was forecast, but the conditions during the actual approach have not yet been released.

2 November Lion Airlines Boeing 737-400 (PK-LIQ) Pontianak airport, Indonesia -/- 5/169 LThe aircraft overran the runway into soft ground, severely damaging the gear.

4 November Qantas Airbus A380 (VH-OQA) Nr Singapore -/- 26/440 CUncontained failure of the No 2 Rolls-Royce Trent 900 engine intermediate pressure turbine disc shortly after departure from Singapore Changi for Sydney led to extensive airframe damage and the failure of some hydraulic and electrical systems. The augmented crew dumped fuel, dealt with as many of the multiple ECAM systems warnings as they could, and returned to Changi, where the aircraft landed safely. Systems damage meant the No 1 engine could not be shut down by normal means.

15 November Skytraders Casa C212-400 Bunger Hills, Australian Antarctic -/- 4/- LLanding on an unprepared ice surface, the aircraft hit ice ridges (sastrugi) and suffered damage to the ski-fitted gear and lower fuselage.

3 December Kaya Airlines Beech 1900C (C9-AUO) Nr Maputo airport, Mozambique -/- 5/12 RAOn its final approach, the aircraft came down short of the runway threshold and was badly damaged.

Date Carrier Aircraft type/registration Location Injuries Total occupants Phase crew/pax crew/pax

Accident aftermath: Conviasa ATR 42-300

(above); Henan Airlines Embraer 190LR

(right); Ethiopian Airlines Boeing 737-800

(below); and Air India Express Boeing

737-800 (below right) Rex

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FIN_180111_026-028 28 1/12/11 1:31:22 PM

FIN_180111_029 29 12/01/2011 14:13:11

LETTERS

flightglobal.com

[email protected]

We welcome your letters on any aspect of the aerospace industry. Please write to: The Editor, Flight International, Quadrant House, The Quadrant, Sutton, Surrey SM2 5AS, UK. Or email [email protected]

The opinions on this page do not necessarily represent those of the editor. Letters without a full postal address sup-plied may not be published. Letters may also be published on flightglobal.com and must be no longer than 250 words.

FLIGHTINTERNATIONAL

TRAINING

Why is there no middle ground?

Fighting snow with fire

Aspiring pilots have little choice

Getting inside Greenpoint

Could fire tenders help?

A Greenpoint BBJ interior

I am coming close to completing my time in the army and am under-

going private pilot licence training and loving every minute I am up in

the air.

My goal is an air transport pilot’s licence and a second career

flying. I have narrowed down where I will undertake the frozen APTL

course and can’t wait to get started.

I am in a position where training costs are covered, but the ad-

ditional expenditure of over £20,000 ($30,000) for type rating is

causing me to rethink my aviation option. To self-finance over

£50,000 to gain the frozen APTL should highlight the serious com-

mitment made by the individual, but for some carriers, this seems

to be not enough.

I fully agree with some form of training bond, but having to fi-

nance the total cost up front must be off putting to someone want-

ing to break into the industry.

I am also a realist. We all need to start somewhere. It’s just a

pity that commercial aviation’s way round it is to ask for new poten-

tial pilots to pay first. The airlines have the jobs, and that is their

prerogative. But why is there no middle ground?

Flying is overtaking my life at the moment. It’s where I want to be,

it’s all I want to do. I hope that my journey, like many others, will lead

to a front seat with minimum additional costs.

Jim Burke

Bristol, UK

JOIN THE DEBATES ON flightglobal.com/airspace

ON THE FLIGHTDECKHas CRM had its day? Co-pilot

status must be relegated to the

practices of the glory days of

airline flight operations.

Dakota67

HARRIER FAREWELLI will miss the Harrier when it goes.

As superb as it was, the Lockheed

Martin F-35 will be better, but the

Harrier is a legend.

nepolean77

300 RYANAIR AIRCRAFT?I guess the sole intention is to

stimulate Boeing for an

agreement. Or does O’Leary really

believe in Santa Claus?

HAL9000

Crew resource management, Harrier lament, Ryanair bluff?


I have recently completed my frozen air transport pilot’s li-cence training in England and have applied to all the well-known low-cost carriers domes-tically and abroad.

I agree with the views of Capt Sergio Ponzo (Flight Internation-al, 4-10 January) and Capt Wetherell (Flight International, 13-20 December 2010) about ex-ploitation of young pilots aspir-ing to join the profession. But other than paying for a type rat-ing and being paid next to noth-ing on a short-term contract, what other option do I have?

I can afford to pay for a type rating (I know many can’t), so am I meant to reject a job offer and continue working in the pub?

Although I agree something should be done, if I were to reject an offer on this basis I can guar-antee someone else will step in. It’s too easy for people estab-lished in a good airline job to say

Modern fire vehicles are im-mensely powerful all-terrain ve-hicles capable of travelling over soft ground and snow. An airport

I noticed Greenpoint Technolo-gies was left off your list of US completion centres (Flight Inter-national, 14-20 December 2010).

As a recognised Boeing Busi-ness Jet completion centre, Greenpoint Technologies pro-vides interior solutions for Boe-ing aircraft, including VIP interi-or completions for private individuals and heads of state. As a preferred OEM supplier to Boeing, we have designed and delivered speciality interior sys-tems and modifications for near-ly every Boeing commercial model, including working on US government aircraft.

Greenpoint has completed 16 BBJs with an additional three now in work.Christine Hadley

Manager Sales and Marketing

Greenpoint Technologies

Kirkland, Washington, USA

Editor’s reply The list of comple-tion centres was not meant to be comprehensive and included just a few of the leading players. However, we acknowledge the omission of a company of Greenpoint’s stature in this sector.

this is ridiculous and something must be done.

I don’t have that security and can’t afford to take the moral high ground. The unions should pro-tect us, that’s what they are for.

What would one say to the Eu-ropean Union? Legally I see nothing wrong with what the low-cost carriers are doing. Ethi-cally? That is another matter.Name and address supplied

such as London Heathrow or Gatwick would have four to six such vehicles on call at all times.

If an airport closes one runway or all runways for snow clear-ance then the required fire cover is much reduced.

Is there any technical reason why a modern fire tender could not be modified to push a large snow plough to supplement the

airports’ conventional snow-clearing equipment?

Improving the performance of the UK’s airports in bad weather is not just about money, but rath-er about looking to see how re-sources can be used in different ways when needed.

Since firefighters are licensed to drive airside, know the layout of the airfield well and have powerful all terrain vehicles, it seems silly not to investigate ways in which they might be able to help clear snow.Matt Wood

Range-Unlimited

Sandbach, Cheshire, UK

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FIN_180111_030 30 1/13/11 11:40:38 AM

Flight International welcomes unsolicited contributions from readers but cannot guarantee to return photographs, transparencies, etc safely.

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25-26 JanuaryFuture of Business Jets in the Middle EastBahrainwww.quaynote.com/ankiti/

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28 JanuaryHow airlines can drive profitable customer engagement using location based social media toolsWeb-based seminarwww.webeventsolutions.com/aviation/customer

31 January - 1 FebruaryMilitary Aircraft Maintenance and Repair ConferenceLondon, UKTel: +44 20 7827 [email protected]/events/overview.asp?is=1&ref=3508

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FIN_180111_031 31 1/13/11 11:15:16 AM

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32 | Flight International | 18-24 January 2011 flightglobal.com

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FIN_040111_038-040:Layout 1 12/1/11 14:53 Page 38

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For further information and details on submission requirements kindly refer to

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FIN_180111_033-035:Layout 1 12/1/11 14:42 Page 34

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flightglobal.com/jobsEMAIL [email protected] CALL +44 (20) 8652 4900 FAX +44 (20) 8652 4877

Getting careers off the ground

flightglobal.com 18-24 January 2011 | Flight International | 35

www.flightglobal.com/jobs

CAPTAIN & FIRST OFFICERWANTEDUrgent need to fill open pilot positions in a large Hong Kong-basedbusiness aviation company. Candidates must be willing to relocate to SouthEast Asia Region. Exact locationsTBD.

AircraftType: G-200; G-450; CL-604; CL-605Type rating and Hong Kong CAD ATPL preferred for position applying.Mandarin/Malay language required for some positions.

Minimum qualifications:Captain – 4000Total Airplane; 1500 PIC Airplane; 1000 PICTurbojetFirst Officer – 2000Total Airplane; 500Turbojet preferred

Interested applicants, please send a detailed CV, copy of validlicenses, current medical certificate, latest training record and 3referees information to [email protected]. Only applicantswith all required documents sent will be considered.

Panasonic Avionics Corporation is the market leader in the world of In Flight Entertainment and Connectivity (IFEC), offeringsophisticated products and unparalleled service levels to deliver the ultimate in-flight experience through video, audio, games, softwareapplications and telecommunications.

Our success is built upon our cutting-edge technology and outstanding customer service, driven by our corporate heritage of “Peoplebefore Products” and, as we enter an exciting period of rapid global expansion to support new business, we are seeking talented peopleto join our European team.

Marketing Manager Global Connectivity Services Ref Number 1001636You will work with our first class regional sales team to develop new Global Connectivity Services (Panasonic's Satellite Communicationsoffering) accounts and expand existing accounts within the European Region whilst promoting PanasonicAvionics products and services.You will ensure long term business success whilst maintaining an excellent working relationship with customers and internal companydepartments to ensure effective response to customer needs. Proven experience with winning new business, proposal activity, problem-solving, decision-making, and multi-tasking in a professional and timely manner is essential.

A strong knowledge of the Aviation Industry with an excellent understanding of communications systems and an ability to work withvarious social, cultural, economic and educational backgrounds is also required.

A valid driving licence and an EU passport is required. All our positions offer competitive salaries, excellent benefits and trainingopportunities and the chance to work for the market leader in the In Flight Entertainment and Connectivity industry.

This position will be located at our European Regional Headquarters in Langley, Bucks.UK, and will require frequent European andTrans-Atlantic travel.

If you are interested in applying for this role please visit the Panasonic Avionics Career website www.panasonic.aerousing the above Reference Number.

FIN_110111_037-041:Flight Rec Template Q& 13/1/11 11:58 Page 37

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The Role

This role provides the opportunity to utilise your medical skills in the cutting edge industry of aviation. As Senior Medical Officer you will be responsible for the development and application of aviation medical standards. You also have the opportunity to address challenging public health and occupational medicine issues emerging within the industry. The position is based in Canberra and requires domestic travel and some international travel.

The Person

This position would suit a medical practitioner who is qualified in aviation medicine, and has knowledge or experience of occupational medicine, public health or addiction medicine.

There are mandatory qualifications outlined in the position description on our website including either current registration or the ability to gain in a timely manner, full registration as a Medical Practitioner by The Medical Board of Australia or eligibility for such full registration. Other desirable characteristics would include:

• A background in aviation medicine regulatory standards and policies

• Experience in leading or managing small teams or in working effectively in a small team environment.

Dr Pooshan Navathe Principal Medical Officer [email protected] +61 2 6217 1005 Ref. No: PN 1250

The Civil Aviation

Safety Authority takes

the lead in delivering

world class air safety

for all Australians.

CASA sets air safety

standards, ensures

compliance and offers

safety education

and training.

Senior Medical Officer Attractive Package

Canberra

Applications quoting the relevant reference number should be received by close of business 15 Feb 2011.

Please send to: [email protected]

For full job description and selection criteria see the CASA website www.casa.gov.au

adcorp36414

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CAREER OPPORTUNITY

CHIEF TRAINING CAPTAIN

An exciting career opportunity has arisen for the position of the ChiefTraining Captain for Bond Air Services. The successful candidate will fillthe nominated post of Crew Training Manager and will report to theDirector of Operations.

As an experienced, enthusiastic and highly motivated individual, the suc-cessful candidate will already be a TRE(H) with an Instrument Ratingand, preferably, be qualified on both the EC135 and Bo105 helicopters.

Nominally working Monday to Friday at the Company Headquarters atGloucestershire Airport, daily duties would include the direct oversightand management of recurrent training of Bond Air Services personnelas well as the delivery of this training and a high degree of flexibility willbe required due to the demands of the role. This position attracts acompetitive salary and benefits package.

The successful candidate would be required to reside within 45minutes/25 miles of Staverton or make arrangements foraccommodation at their own expense.

Applications in writing including a covering letter and CV to Mrs RWiseman, Administration Assistant, C/O Bond Air Services,Gloucestershire Airport, Staverton, Cheltenham, Gloucestershire,GL51 6SP United Kingdom.

Closing date: 8 February 2011.

www.bondairservices.com


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B737-800 PilotsWe are fl ying B737-800s alongside our B737-300s & B757s in Manchester from this summer and will be

progressively introducing the type at other bases. Jet2.com is the North’s leading Leisure Airline and we are

recruiting Captains and First Offi cers for each type from both Civilian and Military backgrounds.

We have Pilot vacancies at Belfast, Blackpool, East Midlands, Edinburgh, Glasgow, Leeds, Manchester

and Newcastle from which we operate a mix of scheduled and charter programmes and our all important

Royal Mail fl ights – delivering their First Class service. If you are fl exible and adaptable you will enjoy our

interesting fl ying.

You will need enthusiasm, energy and commitment to customer service delivering Friendly Low Fares to

our all important customers.

We offer a number of alternative contract opportunities including Full-Time or Summer Only, each providing

excellent benefi ts.

If you are interested in joining Jet2.com

please apply online at Jet2.com/pilots

Reporting to the Managing Director of Type Training, the Head of Training will ensure the regulatory compliance of the UK TRTO and will

oversee the day to day running of the Training Department striving to achieve the highest standards of training delivery.

OAA is one of the leading international providers of innovative airline pilot, cabin crew and maintenance training and resourcing services.

With locations across the UK, Europe, America, Asia Pacific and Australia, OAA offers tailored solutions to the global aviation industry.

Closing date for this position is the 3rd February 2011

Please apply online at our website or send your CV, with a covering letter to:

Human Resources Manager, Oxford Aviation Academy, Fleming Way, Crawley, RH10 9UH

Telephone: +44 (0)1293 596754

You will already have detailed knowledge and understanding of the flight simulation and training industry, hold or have held a Type

Rating Instructor rating and be acceptable to the UK Civil Aviation Authority as the post holder of a UK approved TRTO. You will

have a strong management background preferably in the aerospace industry as a training expert and will possess strong leadership,

interpersonal and supplier relationship management skills.

Head of Training UK – Type Division(based in Gatwick)

We offer a competitive salary and benefits package including: private healthcare, company pension

scheme, life assurance and employee assistance programme.

www.oaa.com


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Join our team and you’ll deliver innovative solutions toclients that are shaping the aerospace industry. Applying your expertise to some of the world’s most high-profile projects, you’ll have a chance to operate at the cutting edge of aerospace engineering.

We’re looking for experienced engineers in: • Airframe (composite and metallic)• Systems engineering (landing gear and fuel)

We have opportunities in Amsterdam, Bangalore, Bristol, Derby, Farnham, Glasgow and Hamburg. So, to join the company that’s proud of its progress on diversity and committed to going even further, apply at www.atkinsglobal.com/careers/fi/aero First class

Aerospace engineering opportunities

Competitive salary + benefits

QATAR

NEW DOHA INTERNATIONAL AIRPORT

RESCUE FIRE FIGHTING SERVICEAs the first phase of the development of the Rescue Fire FightingService for the New Doha International Airport (NDIA) in the Stateof Qatar the Civil Aviation Authority are to commence recruitment ofexperienced Airport Fire fighters.

Watch Commander Minimum 5 years experience at ICAO Cat 6/9 levelStation Officer Minimum 3 years experience at ICAO Cat 6/9 level

We offer a COMPETITIVE SALARY and FREE ACCOMMODATION inDoha a modern commercial centre and growing tourist destination.

Preparations are ongoing for the acquisition of a new fleet of appliancesand the move into two new Fire Stations at the New Doha InternationalAirport (NDIA) a Cat 10 two runway operation.

All RFFS personnel must meet a minimum fitness level and will berequired to pass a medical examination.

If you would like to become a part of our developing Rescue FireFighting Team please send your Curriculum Vitae, copies of yourcertification along with a letter of introduction and to the followingaddress.

Recruitment OfficerAirport Rescue Fire Fighting Service

PO Box 3000 Qatar Civil Aviation AuthorityDoha Qatar

Email: [email protected]

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PEGASUS AIRLINES IS LOOKING FOR BOEING 737 CAPTAINS

www.flightglobal.com/jobs


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Business Development Manager– Risk and Asset Management

Airclaims is the leading provider of claims, risk and assetmanagement services to the global aviation industry. Founded in1964, we have a network of 17 offices worldwide, serving someof the biggest names in the business. During the past two yearswe have doubled the size of our risk and asset managementbusiness and now require a second Business DevelopmentManager to help us deliver the next stage of our growthaspirations.

You will be responsible for generating sales leads, respondingto tenders, drafting proposals and negotiating contracts. Thesuccessful candidate will have proven track record of at leastthree years in sales and business development with strongcommunication and organisational skills.

It is essential that you are able to engage with and listen to ourclients needs; creating solutions to the challenges that they face.You will require the ability to present, cost and structure the risk,technical and engineering services that we provide.

We would be interested in hearing from individuals with a strongtechnical background gained in areas such as aircraft assetmanagement, aviation technical consulting, aircraft leasing,aircraft sales / marketing or with an MRO. Business developmentexperience gained within a specialist service provider similar toour own would be a distinct advantage.

To apply, please forward a detailed CV and covering letter alongwith details of your current remuneration package [email protected] or Peter Bull, Group Director RAMS, c/o HRDepartment, Airclaims Limited, Cardinal Point, Newall Road,Heathrow TW6 2AS

We are also recruiting Project Managers/Aviation Surveyorsplease visit www.airclaims.com for further details.


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JOB VACANCIESStans, Switzerland

Due to our continued success and market growth, we have several key

engineering positions available. If taking on responsibility, being an integral

part of an enthusiastic and successful team and dedication to excellence

are key elements of your personality, then you fit into the Pilatus team.

You will be surrounded by people who feel passionate about their work.

Vacancies currently available are:

– Senior Stress Engineers

– Structural Design Engineers

– Installation Design Engineers

– Senior Mechanical Systems Engineers

– Electrical & Avionics Systems Engineers

– Avionics Technical Authors

– Aircraft Performance Engineer

– Flight Controls Systems Engineer

– Reliability, Maintainability & Safety Engineer

For further information please visit our website or contact:

Ursula Zimmermann, Human Resources Manager

Pilatus Aircraft Ltd., P.O. Box 992, 6371 Stans, Switzerland

[email protected], phone +41 41 619 33 27

www.pilatus-aircraft.com

CHIEF COMMERCIAL OFFICER

Loganair, Scotland’s Airline, is seeking an exceptional candidate to join its seniormanagement team as Chief Commercial Officer. The role will be based at theairline’s head office in Glasgow but will involve regular travel throughoutLoganair’s network.

Loganair was founded in 1962 and is one of the UK’s longest-establishedairlines. It operates a fleet of 20 aircraft, of which the majority are Saab 340Bsundertaking scheduled services under a franchise agreement with Flybe, Europe’slargest regional airline. In addition, Loganair also undertakes a number of PublicService Obligation routes for the Scottish Government and local councils andprovides contract flying for Royal Mail, offshore oil support customers andnewspaper distribution groups.

Following recent restructuring of its senior management team, a vacancy hasarisen for a Chief Commercial Officer. The successful candidate will be requiredto demonstrate:

● Senior management experience in a scheduled service airline

● Recent experience and strong understanding of revenue management,pricing and demand forecasting

● Knowledge of airline scheduling and planning functions and their key drivers

● Excellent communication skills including the ability to interact with internaland external stakeholders at all levels

● Strong numeracy and literacy skills

Previous experience in tendering for public sector contracts and a track record insuccessfully managing contract operations with large corporate customers wouldbe advantageous, but not essential.

In return, Loganair can offer an excellent remuneration package for the rightcandidate.

To apply for this position, please provide a full CurriculumVitae and coveringletter to Scott McEwan, Head of Human Resources, Loganair Ltd, St Andrew’sDrive, GlasgowAirport, Paisley, Renfrewshire PA3 2TG, to arrive no later than1st February 2011.

Loganair respectfully requests that employment and recruitment agencies do notcontact the company relating to this vacancy.

FLIGHT OPERATIONSINSPECTORS – FIXED WINGThe Irish Aviation Authority is a commercial Statebody established to provide air navigation servicesin Irish controlled airspace and to regulate safetystandards within the Irish civil aviation industry.

The Authority is dedicated to providing a workingenvironment that encourages high performance, isdevelopmental and supportive for all our peoplecommitted to maintaining and improving servicesto our customers on a cost effective and efficientbasis while maintaining Ireland’s excellent aviationsafety record.

The Authority wishes to recruit Flight OperationsInspectors – Fixed Wing. The successfulcandidates will be responsible for the safetyoversight of Commercial Air Transport, Corporate,Aerial Work and General and Sport Aviation inaccordance with Irish and international regulations;the application of EU OPS/FCL as applicable to IrishAviation, assessing the competence of applicantsfor AOCs, Aerial Work, Approved TrainingOrganisations and Facilities and instructor/examinerpersonnel.

Further information, including details ofqualifications and experience required for theposition, can be obtained from www.iaa.ie.

If you feel you have the necessary skills andcompetencies to join our highly skilled workforcethen we would like to hear from you.

An attractive remuneration package will beavailable in accordance with existing terms andconditions of employment.

Applications to include details of qualifications andcareer to date should be sent in strict confidenceto:

Director Human ResourcesIrish Aviation AuthorityThe Times Building11-12 D’Olier StreetDublin 2Ireland

To arrive not later than 5.30pm on Friday 11thFebruary 2011.

The Irish Aviation Authority is committed to apolicy of equal opportunity.

Canvassing will disqualify.



Telephone: +44(0) 844 357 1177Facsimile: +44(0) 871 900 3828Email: [email protected]

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Recruitment Support to the Aviation Industry

T: +44(0)1483 [email protected]

aviation recruitment

The experts in aerospace recruitment

T: +32 (0) 2 791 6567

E: [email protected]

www.modisintl.com/aerospace

Permanent and Contract RecruitmentFixed price work packagesTraining: MHF, FTS Phase 1 & 2T: 01329 226550W: www.scom.com/aviationE: [email protected]

AIRCRAFT LINE AND LIGHTMAINTENANCE SERVICESEASA Part 145, FAA, Transport Canada,Bermudan and Kuwaiti Approvals held.

Majority of Airbus and Boeing Aircraft types covered,plus ATR42-72, BAe 146/AVRO and MD80 Series.

More than 60 Airline Customers Worldwide.Specialists in Project work/ACMI support.

Call +44 (0)7826 907276 / [email protected]

Leaders in the provision oftechnical personnel

Rebecca Anderson & Kelly RossiT: +44(0)141 270 5007F: +44(0)141 270 5555

E: [email protected]

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GCT GroupWorldwide specialist for Aerospace Engineering, Certification & Management Servicese: [email protected]: +49 (0) 8153 93130w: www.garner.de

Email: recruitment@sigmaaviationservices.comwww.sigmaaviationservices.com

www.aircraft-commerce.com

+44 (0)1403 240 183

Executive Jet ManagementGulfstream, BBJ & Airbus

Very experienced crew to caterfor your every requirement,transparent accounting -a winning combination

Global Aerospace contractpersonnel and work packagese: [email protected]

t: +44(0)20 8799 8916w: www.strongfield.com

Contract and Permanent recruitmentfor the Aviation industry

David Rowe, Alastair Millar,Jodie Green, Ian Chapman

Tel: +44 (0)1737 821011Email: [email protected]

www.cbsbutler.com

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+353 1 816 [email protected]

www.parcaviation.aero

CTC FlexiCrewHigh flyers, on demand

URGENT REQUIREMENTEuropean Operation

A320 Captains, Line Training Captains& Sim Instructors. B737 Captains

www.ctcaviation.com/flexicrew


Boeing Airbus


Looking for on contract basis consultants withworking experience gained from aircra�

manufacturers’ customer services business,incl. maintenance & engineering, supplychain management, aircra� parts service,technical publica�ons, training, opera�on

support and supplier contract management.

Email: [email protected] Tel: +44 20 8643 3981www.3oac.com

Three Oaks Avia�on Consultancy Ltd.AVIATION RECRUITMENT

WORLDWIDE

T: +44 (0)1483 748252E: [email protected]: www.wynnwith.com

wynnwith

The preferred company for Stress (Fatigue & DT), GFEM,Composites), Aeronautical Research. Business units:Contract staff, Workpackages, Innovation and New

Concepts, Aeronautical Research.www.bishop-gmbh.comContact [email protected]

Tel 0049-(0)40-866-258-10 Fax 0049-(0)40-866-258-20

Worldwide Recruitment forEngineering & ManagementProfessionalse: [email protected]: +44 (0) 1905 368 576

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050_FIN061009.qxd:062_FIN120509 12/1/11 15:14 Page 62

WORKING WEEK

flightglobal.com

If you want to feature in Working

Week, or know someone who

does, email murdo.morrison @flightglobal.com a brief de-

scription of yourself and your job.

Sta

ndard

Aero

Getting the right message acrossWORK EXPERIENCE MIKE TURNER

“The primary stress is not knowing whether what you intended to say is interpreted and printed in the way you wanted it said”

Turner does not enjoy turning

away advertising salespeople

With StandardAero dealing in engines, airframes, avionics and completions, keeping priorities and messaging clear is in the hands of Phoenix-based marketing and corporate communications director Mike Turner

What led you into aviation?My career path began in market-ing at a public relations firm and university in Omaha, Nebraska. With a strong desire to fly, I worked full time while taking flight lessons and night classes to complete my degrees.

I attended the University of Nebraska at Omaha’s Aviation In-stitute, where I earned under-graduate and graduate degrees in aviation administration and commercial and flight instructor certificates.

It just kind of worked out for me to be able to combine market-ing and aviation into a career. I currently hold a commercial pilot licence, although I have very little opportunity to exercise it these days.What was your first job in aviation?My first real aviation job was with Elliott Aviation in aircraft sales/marketing. I had done some aviation internships previously. Marketing and selling, as well as flying, new and used Beechcraft Bonanzas was by far the most fun job I have had. After a few years in this role, I moved to its head-quarters in Moline, Illinois as di-rector of marketing.

After Elliott, I worked for Sul-livan Higdon & Sink, an advertis-ing agency in Wichita, working on the Rockwell Collins account. A year or so later, I moved to Hawker Beechcraft in a public relations role.

How does Phoenix compare with Wichita?Wichita is definitely the air capi-tal of the world, but global eco-nomics have caught up with the industry there, forcing changes to industry business models. We loved Wichita and if we could have stayed, we would have.

We live in the Phoenix suburb of Gilbert, which is a beautiful area with fantastic weather in the winter time. There are so many activities to do here that there re-ally is no excuse for being bored – hiking, biking, golf, football, basketball and so on. However, it is a huge city and the commute time is quite long.

And the heat in the summer can be brutal.What led you to your post at StandardAero?I came to StandardAero from Wi-chita, where there were few job opportunities. The company was looking for a corporate commu-nications manager at the time and had just rebranded as the new StandardAero. The timing was perfect.What are your duties there?My duties encompass leading the marketing team, including corporate communications, pub-lic relations, marketing commu-nications and trade shows.Is there stress in being a public face for an entire company?The primary stress is not know-ing whether what you intended

to say is interpreted and printed publicly in the way you wanted it said. There is only so much

control you can have over what gets printed. You usually have only one shot to get it right.

Our industry trade press does a really nice job of working to get the message right, but the mainstream media outlets are often only concerned with sensationalism.What is the best part of your job?The opportunity to be involved in such a large array of projects and apply a variety of marketing tools to develop solutions to the challenges at hand.

StandardAero has a very di-verse portfolio of businesses, al-lowing us to be involved in sev-eral different market sectors and product lines. It is a challenge, but a ton of fun too.What is the most boring or least enjoyable task you have?The least enjoyable task I must deal with is the process of turn-ing down advertising salespeo-ple for ad placements. There is never enough budget to support even a fraction of the industry publications out there.

If you want to feature in Working

Week, or know someone who

does, email murdo.morrison @flightglobal.com a brief de-

scription of yourself and your job.

For more employee work experi-ences visit flightglobal.com/workingweek


FIN_180111_043 43 1/12/11 7:04:01 PM

FIN_180111_044 44 12/01/2011 15:55:18

2011-Jan-18_24

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