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AERONAUTICAL ARTISTRY
MARK WAGNER
DAVID McINTOSH
The UAE’s Al Fursan (“Knights”) aerobatic display team paints the skies with colorful, swirling smoke trails. The team, currently led by Lt. Col. Nasser Ahmad, left, performs in Aermacchi MB339 jets. They will be thrilling the Dubai Airshow crowds daily.
Dubai ’15 is bigger and better
Coalition key to COIN ops
by Gregory Polek
by David Donald
Aerospace and defense exhibitors from all around the globe have converged on Dubai this week for what has become one of the world’s most important events on the biennial air show calendar. Breaking
all records posted during the 2013 event here at the DWC Dubai Airshow site, this year’s show features more than 1,100 exhibitors, a third of which hail from the Continued on page 61 u
“Coalition operations are the new normal,” asserted General (Ret.) Gary North, former U.S. Central Command Combined Forces Air Component Commander (CFACC), during
yesterday’s 7th edition of the Dubai International Air Chiefs (DIAC) conference organized by SEGMA at the Jumeirah Beach Hotel. But those Continued on page 61 u
Military Aviation
The Environment
Aircraft Charter
Airline Industry
Business Aviation
Embraer Debuts A-29 Super Tucano
The Economics Of Biofuels
Empire Aviation Expands
Emirates Will Need 12,000 New Pilots
Regional Growth Is Understated
The company reports strong interest throughout the Middle East in the new lightattack aircraft. Emphasizing its capabilities, the factory’s demonstrator flew across the Atlantic Ocean from Brazil, before arriving in Dubai. Page 4
Thanks to their renewability, biofuels are intrinsically more expensive than the fossil-based products they may replace. But the good news is biofuels are proven alternatives and their use is increasing. Page 22
Dubai-based Empire Aviation Group is expanding its aircraft-management activities to meet demand. The company presently manages 28 aircraft, and has opened new offices in India and the U.S. to better serve its customers. Page 24
Regional growth and a worldwide shortage of pilots have combined to cause the airline plans to expand its recruitment and training programs. In response, Emirates and CAE have established a Dubai-based center to meet demand. Page 42
According to the Middle East Business Aviation Association, registrations in countries outside the Middle East understate the number of based aircraft, straining existing FBOs and airport infrastructure. Page 59
LONG RANGE FORECAST Tr FR 14 ial EE /1 Un 1/ ti 15 l AIN_7.75x1.25.indd 1
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Embraer’s Super Tucano debuts at Dubai 2015
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MAKING NEW PILOTS ONE AT A TIME Swiss airframe manufacturer Pilatus brought its PC-21 advanced trainer to Dubai 2015. The airplane is a next-generation version of the company’s venerable PC-7 turboprop and first flew in 2002.
Embraer (Stand 2260) has delivered more than 200 Super Tucanos to 10 air forces on three continents, including nearly 100 for its home country’s Brazilian Air Force. Current operators are concentrated in South America, Asia and Africa, where Embraer this year logged orders from the Republic of Mali for six A-29s and Ghana for five. The manufacturer flew the new-build demonstrator A-29 on display here from its factory in Gaviao Pexioto, Brazil, to Recife in the country’s north, and to the coast of Africa and other stops before arriving in Dubai. According to media reports earlier this year, The UAE has expressed interest in acquiring Super Tucanos to supply Iraq in opposing Islamic State militants. Asked about potential customers in the Middle East, Molina said: “We are working quite heavily here in the region, and there are many other countries in the region interested in this airplane. For light attack, close air support, it is the best machine right now in the industry; I have no doubt about that. “Some of our competitors, they are derivatives of trainers or crop duster-type airplanes,” he added. “This is a big advantage I think we have against any other airplane currently in the market.” o
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Metrojet intel points to bomb as cause
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by Charles Alcock officials with France’s BEA accident investigation agency as confirming that some sort of explosion occurred on the aircraft before it lost contact with air traffic controllers. AFP quoted an unnamed official saying that “everything was normal during the flight, absolutely normal, and suddenly there was nothing.” The same official added that the aircraft’s FDR indicated that a “violent, sudden” explosion had happened. Another development late on Friday was a decision by U.S. authorities to step up security checks on U.S.-bound international flights. U.S. Homeland Security secretary Jeh Johnson announced, “pre cautionary enhancements to aviation security with respect to commercial flights bound for the U.S.
One week after the crash of an Airbus A321 operated by Russian carrier Metrojet, little information is emerging from the official investigation. The aircraft crashed in Egypt’s Sinai Desert on October 31 killing all 217 passengers and seven crew members. A multi-national accident investigation team–including agencies from Egypt, Russia, France and Ireland–is continuing to examine the extensive wreckage found across an eight-square-mile area at the crash site. Also being analyzed are the contents of the 18-yearold A321’s flight data recorder (FDR). The bodies of the accident victims were examined before being flown back to Russia. Reports by the BBC and French news agency Agence France Presse (AFP) late on November 6 cited unnamed
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Continued on page 61 u
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VNIIEM/ Embraer Commercial senior vice president José Luis Molina strikesISSa pose RPC in PSI front of CONFERENCE RUSSIAN ROOM RESHETNEV HELICOPTERS his company’s just-arrived A-29 Super Tucano. ALMAZ-ANTEY COMPANY 460
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training devices, Molina said. “This is a very emblematic sale for us because the requirements of the U.S. Air Force are very tough,” he said. “We are keeping the program on time. So far as we know, they are quite happy with the progress and the capability of the Super Tucano.”
Embraer reports strong Middle East regional interest in its A-29 Super Tucano light attack turboprop and progress toward the possible U.S. foreign military sale of six airplanes to Lebanon. The Super Tucano is making its Dubai Airshow debut, replete with a new paint scheme. It is parked on the static line opposite Embraer’s chalet, A7. Speaking with AIN on Saturday, José Luis Molina, Embraer Defense and Security commercial senior v-p, said the U.S. sale to Lebanon under the Light Air Support (LAS) program appears to be concluded between the two governments. This would be the second sale of the LAS program, which calls for Embraer to supply Super Tucanos to American prime contractor Sierra Nevada Corporation for delivery to the U.S. Air Force. In June, the Pentagon notified the U.S. Congress of the potential sale of six armed A-29s to Lebanon in a transaction valued at $462 million. “It seems that the deal is concluded,” Molina said of the government-to-government negotiations. “We are finalizing our internal agreements at this point. We hope before the end of the [airshow], everything is going to be finished.” Under the LAS program awarded to Embraer and Sierra Nevada in February 2013, the Brazilian manufacturer will supply 20 Super Tucanos destined for the Afghan air force. Thus far the partners have delivered 12 of those airplanes, which Embraer assembles at a hangar facility at Jacksonville International Airport in Florida. They have also delivered all of the ground-based
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Testing begins for latest Rolls-Royce Trent XWB by Ian Goold Rolls-Royce (Stand 1134) and Airbus expect to log about 120 hours’ test-flying with the new 97,000-pound-thrust Trent XWB-97 engine for the stretched A350-1000 XWB twin-aisle twinjet. This latest Trent XWB variant began about nine months’ flying when it flew for the first time on the Airbus A380 flying testbed at Toulouse, France, on November 5. During the four-hour, 14-minute flight, the engine covered a wide range of power settings at altitudes of up to 35,000 feet, with operation and handling qualities being evaluated from low speeds to Mach 0.87. Further flight-tests will include high-temperature and icing-condition campaigns, according to Airbus. Main objectives of this Trent XWB-97 (TXWB-97) flight testing, for which the powerplant is fitted at the A380’s No. 2 (portside inboard) position, are to demonstrate operability and performance. It also will confirm the engine-restart envelope,
according to R-R head of Trent XWB marketing Tim Boddy. Initial flying will fine-tune XWB-97 engine integration and “de-risk” the A350-1000’s early flight-test program. Subsequent work will concentrate on “maturity tests,” including further thermal-endurance and cyclic trials. Maximum thrust
Alongside the flying-testbed work, the UK manufacturer is focused on “industrialization” of the 84,000-pound-thrust Trent XWB-84 as R-R ramps up production for the A350-900 XWB (for “extra wide body”). Earlier this year, the engine company completed 150 hours of XWB-97 endurance testing, including more than 16 hours at maximum take-off thrust and 42 hours at maximum continuous thrust. R-R has ground-run the XWB-97 at up to 99,000 pounds’ thrust, having previously demonstrated 112,000-pounds’ thrust
Rolls-Royce and Airbus expect to log about 120 hours of flight testing on the airframe manufacturer’s A380 flying testbed with the new 97,000-poundthrust Trent XWB-97 engine. The latest from Rolls is intended for the stretched A350-1000 XWB, which is slated to enter service in mid-2017.
with an earlier -84 variant during “blade-out” testing. It also has completed XWB-97 icing and X-ray testing, with “good results so far,” and has “high confidence” of achieving performance targets, said Boddy. There are “huge synergies” between the parallel engine programs and “we need to gather
certification evidence from bench-testing and the flying test bed before the A350-1000 first flight,” said Boddy. That event is slated for mid-2016, with the A350-1000 scheduled to enter service about 12 months later after certification work with three flight-test aircraft. Boddy reports a “smooth
transition” from Trent XWB preproduction operations, with a new build line established at its Derby (UK) factory. The first 64 production units are in assembly and 45 engines have been completed. An update on Trent XWB-84s for current A350-900s is available in an extended version of this story at www.ainonline.com. o
Embraer 190 models to get geared turbofan
Embraer’s Phenom 100E will soon be training Emirates’ pilots from the carrier’s facility here at Al Maktoum International Airport.
MARK WAGNER
by Gregory Polek
Embraer, Emirates ink 10-plane deal by Chad Trautvetter The Embraer Phenom 100 demonstrator on the static display line here in Dubai is appearing in Emirates livery, and with good reason. The airline’s Flight Training Academy inked a firm order last week with Embraer Executive Jets for five Phenom 100Es, as well as options for five more to be used in flight training. Despite its costume, the light jet here at the show is not one of the aircraft ordered; deliveries are scheduled to begin in 2017. The Phenom 100E is already being used by flight schools in the U.S., Finland and Australia.
“Emirates’ dedicated flight training center offers one of the industry’s most innovative and advanced airline pilot training programs,” said Embraer Executive Jets president and CEO, Marco Tùlio Pellegrini. “We are pleased to be one of Emirates’ key partners by providing them the jet training aircraft adopted to fulfill their future demand for highly skilled professional airline pilots,” he added. According to Emirates executive vice president and COO, Adel Al Redha, “Industry forecasts show growth in the need
for pilots, particularly over the next few years. The Middle East and the Gulf region will have the highest demand for pilots to support its expansion and introduction of new aircraft. The Emirates Flight Training Academy is our investment and response to this pressing need.” The Emirates Flight Training Academy is currently under construction at Al Maktoum International-Dubai World Central. Once completed next year, the Academy will be able to accommodate up to 500 cadet pilots at a time. o
6 Dubai Airshow News • November 8, 2015 • www.ainonline.com
The Pratt & Whitney PW1900G PurePower Geared Turbofan (GTF) engine for the Embraer E190-E2 completed its first flight on November 3, marking the start of a new flight test program for the engines destined to power the Embraer E190-E2 and E195-E2. Assembled at Pratt & Whitney’s Middletown Engine Center in Connecticut, the PW1900G flew on Pratt & Whitney’s 747SP flying test bed at the company’s Mirabel Flight Test Center in Quebec, Canada. “The start of engine flight testing is an important milestone for us as we bring the E-Jets second generation from concept to reality,” said Paulo Cesar Silva, president & CEO, Embraer Commercial Aviation. “The addition of PurePower engines into our proven aircraft with an award-winning cabin provides a compelling value proposition for our customers.” Scheduled for first flight in the second half of next year
and initial delivery in the first half of 2018, the E190-E2 started undergoing final assembly in June in São José dos Campos, Brazil. Embraer has scheduled the E195-E2 to enter service a year later and the E175-E2 in 2020. “We are excited to be a part of Embraer’s E-Jets E2 program providing the industryleading benefits of the Geared Turbofan engine, including significant reductions in noise, emissions and fuel burn,” said Greg Gernhardt, president, Pratt & Whitney Commercial Engines. “This is a historic time for us as we begin the flight test program for our fourth PurePower airframer customer.” The PurePower engine family has completed more than 23,000 hours of testing and 40,000 cycles. o
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Bombardier’s CSeries arrives DAVID McINTOSH
by Gregory Polek
ROUTINE PRACTICE One of the UAE’s Lockheed Martin F-16 Desert Falcon’s practiced its aerobatic routine before the opening of 2015’s Dubai Airshow. The country’s F-16 fleet includes a mix of 54 F-16E and 25 F-16F models, for a total of 79.
Jet Aviation Dubai celebrates 10th anniversary, new capabilities by Charles Alcock global network for its clientele in the Middle East,” said Stefan Benz, Jet Aviation Dubai vice president and general manager. “We fully intend to maintain our strong position as an FBO and MRO service provider in Dubai for years to come and will continue to expand our service portfolio for the benefit of our customers.”
to overcome sluggish sales of the airplane and a two-year delay to certification, now scheduled for late this year. Bombardier still hasn’t reached its target of selling 300 CSeries aircraft before scheduled certification. Cost overages and a paucity of order deposits prompted it to raise $3 billion in debt and equity this year and announce plans to sell part of its train business to further boost its balance sheet. All told, Bombardier recorded a thirdquarter loss of $4.9 billion resulting from the CSeries charge and another $1.2 billion charge related to the canceled Learjet 85 program. Bouncing Back
Still, Bombardier CEO Alain Bellemare struck an upbeat tone in statements released just ahead of the call. “After just a few months, we have strengthened the management team, we have conducted in-depth reviews of our
NDT Capability
Recently, Jet Aviation Dubai added a non-destructive testing shop, which has just received FAA approval. This adds capability for florescent penetrant testing, ultrasonic testing and eddy current testing. The company is now seeking approval from European and UAE authorities. “The decision to expand our capabilities to offer a seamless end-to-end NDT service was made in direct response to customer feedback,” said Jet Aviation Dubai vice president and general manager Hardy Butschi. “We believe our on-site NDT shop will also help us to improve efficiencies in our wheel shop services, while further enhancing our structural inspection and repair capabilities under one roof.” o
Jet Aviation’s Dubai FBO opened in 2005. The FBO recently expanded its non-destructive testing capabilities and is an authorized service center for Boeing Business Jets, Airbus ACJs, Falcons, Gulfstreams and more.
8 Dubai Airshow News • November 8, 2015 • www.ainonline.com
DAVID McINTOSH
Jet Aviation’s Dubai facility marks its 10th anniversary this year. The Europebased business aviation services group opened its FBO and maintenance facility at Dubai International Airport in May 2005, officially inaugurating the facility during that year’s Dubai Airshow. In December 2012, the company opened a second FBO at Dubai World Central. The Dubai International facility includes around 1,000 square meters (10,760 sq ft) of hangar space and workshops, as well as a two-story FBO building. It holds multiple maintenance approvals, including from authorities in Europe, the U.S., Bahrain, UAE, Bermuda, Cayman Islands, India, San Marino, Saudi Arabia, Pakistan and Afghanistan. The operation is an authorized service center for warranty support for the Boeing Business Jets, the Gulfstream G150, G200, GIV, GV, G450, G550 and G650, and the Dassault Falcon 900, 2000 and 7X. It also provides full service capability for the Hawker Beechcraft 800/900 series jets, the Airbus ACJs and the Embraer Legacys. “Ten years ago, Jet Aviation Dubai was established to strengthen the company’s
Only days ago it was far from a foregone conclusion, but the arrival of a Bombardier CSeries flight test vehicle here in Dubai marks the highlight of Bombardier’s presence on the show’s static display line. Taking a break from a frenetic flight test schedule, the CSeries CS100 in the livery of launch customer Swiss International Airlines made the trip to the Middle East from Mirabel, Quebec just as Canadian aviation authorities underwent preparations to award type certification by the end of the year. Bombardier (Chalets A1-A3) has set a first-half 2016 target date for first revenue service with Swiss. The airplane’s appearance at the show comes just days after the province of Quebec committed to investing $1 billion in the beleaguered program, giving it a 49.5-percent stake in a new limited partnership in which the Canadian company would own the remaining 50.5 percent. According to the company, the sides
A Bombardier CS100, the first of its planned CSeries family of narrowbody, medium-range airliners, is on display. The new jet is designed to compete against the Boeing 737, the Airbus A320 and similar airplanes.
negotiated the deal “at arms length,” meaning it won’t “materially” affect control of the company. The new investment by the Quebec government followed a failure by Bombardier and Airbus to reach an agreement over the reported transfer of a stake in the program to the European airframer. Both Bombardier and Airbus confirmed that the two companies had explored “certain business opportunities” together, but neither offered any explicit details of the talks. During its recent third-quarter earnings call, Bombardier noted it took a $3.2 billion charge related to some two years of CSeries schedule delays. The agreement between Bombardier and Quebec calls for two equal installments on April 1 and June 30, respectively. As part of the deal, Bombardier has agreed it to maintain all operations and other corporate activities in the province for at least 20 years. The rescue bid belies Bombardier’s past efforts to dismiss suggestions that it didn’t control sufficient resources
business and have a much clearer picture of what we need to do,” he said. “We are taking the right actions and we have solidified our liquidity position, giving us the confidence to execute our long-term strategic plan. “This partnership comes at a pivotal time, with the CSeries on the verge of certification. The market is there, our leadership is in place, we have the best product and with the support of the government, we are ready to make this aircraft a commercial success.” Here in Dubai, other Bombardier products to grace the display line include Abu Dhabi Aviation’s Q400 turboprop, a CRJ900 regional jet from longtime customer Petroleum Air Services, a Learjet 75, a Challenger 350 and a Global 6000 business jet. o
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Cessna Citation Sovereign/Sovereign+ Cessna Citation X/X+ WICHITA, KS (EAST) Beechcraft Baron Beechcraft Beechjet 400/MU-300 Beechcraft Beechjet 400A Beechcraft Bonanza Beechcraft King Air 90 Series Beechcraft King Air 200/B200/200GT/250 Beechcraft King Air 300/350 Beechcraft Premier I/IA Cessna Caravan I/G600/G1000 Cessna Citation CJ3+ Cessna Citation CJ4 Cessna Citation M2 Cessna Citation Mustang Hawker 4000/400XP Hawker 750/800/800XP/850XP/900XP WICHITA, KS (LEARJET) Bombardier Learjet 25D* Bombardier Learjet 35A* Bombardier Learjet 40/40XR/45/45XR* Bombardier Learjet 55* WILMINGTON, DE Beechcraft Premier I/IA Bombardier Challenger 300/604/605* Bombardier Global Express/XRS/5000* Dassault Falcon 900/900B* Gulfstream G200 Gulfstream G550 Gulfstream G650† Gulfstream GIV/G300/G400 Gulfstream GV Hawker 700/750/800/800XP/850XP/900XP* IAI Astra/Astra SP* IAI Westwind* DEDICATED MAINTENANCE CENTERS MONTREAL, CANADA Pratt & Whitney Canada Engine Training WICHITA, KS (CESSNA MX) Maintenance training for P&WC engines and for all Cessna aircraft that FlightSafety provides pilot training for. WICHITA, KS (HAWKER BEECHCRAFT MX) Maintenance training for P&WC engines and for all Hawker and Beechcraft aircraft that FlightSafety provides pilot training for. Additional Pratt & Whitney Canada engine training also available at Brisbane, Australia; Botucatu, Brazil†; Curitiba, Brazil; Dallas, TX; Haikou, China; Lanseria, South Africa; Paris, France; Bangalore, India†; Singapore; Toronto, Canada; and West Palm Beach, FL. *Maintenance training also available at this location. †Upcoming.
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PARKER AEROSPACE
The customer-support operations branch of Parker Aerospace (Stand 1512) has launched a global pooling center in Dubai to respond more quickly to airline service needs in the Middle East. The U.S. company has also signed a long-term agreement with Dubai’s Emirates Airline to maintain the carrier’s Boeing 777 and Airbus A330/A340 aircraft and engines.
Aerospace selected supply chain management company SDV as its global third-party logistics provider. In addition to parts support, customers will be able to receive new products and exchange components directly from Parker via the Parker/SDV relationship in Dubai. Under the agreement with Emirates, lasting 10 years or longer, Parker will provide maintenance support to the carrier’s hub “and various outstations” through its repair station network. The terms of the agreement are part of an enhanced service offering the company provides to operators, which includes guaranteed repair turnaround times, access to an in-region inventory pool, and a local support team. “Emirates’ fleet of modern widebody aircraft operates 24/7 across the globe, spanning the Americas to Japan and in environments ranging from polar temperatures to arid desParker Aerospace’s Dubai warehouse and distribution center will erts,” said Iain Lachlan, Emirates engineering support the company’s airline customers in the Middle East. division senior vice president. “We need our The Dubai warehouse and distribution center is aircraft to be in top condition and having a trusted the first in a series of such facilities Parker Aerospace partner who can support our rigorous MRO program plans to open worldwide. Its launch coincides with the is important for the smooth running of our operations.” expansion of Parker’s component support and repair Parker Aerospace also announced the opening exchange services for the company’s range of hydrau- of a new customer response center. The center prolic, flight control and fuel systems for Middle East vides around-the-clock material, logistic and techcustomers. Products in the inventory include compo- nical support for aircraft on the ground; spare part nents for Boeing 777 and 787 and Airbus A380 and quotations, order execution and delivery; repair A350 XWB airliners. order management; and management of Parker’s Following a source-evaluation process, Parker parts pooling network. –B.C.
GP7200 HPT upgrade also boosts performance by Charles Alcock Engine Alliance hopes to roll out a retrofit kit for its GP7200 engine by year-end. The U.S.based partnership between GE Aviation and Pratt & Whitney is targeting at least a 1 percent
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PARKER AEROSPACE OPENS DUBAI LOGISTICS SUPPORT CENTER
At present, Engine Alliance counts 438 of its GP7200 engines in service on 96 Airbus A380s around the globe.
improvement in fuel burn for the powerplant, which powers around half the fleet of Airbus A380 widebodies. Ahead of this week’s Dubai Airshow, Engine Alliance president Dean Athans told AIN that the company has yet to precisely determine exactly which upgrades should be included in the new kit (in terms of the value they deliver to operators) and at what cost. It also has yet to determine how the remaining research and development work will be funded as it attempts to offer upgrades that would be available both for new production engines and as retrofits. One item that has been successfully evaluated is a durability upgrade for the GP7200’s high-pressure turbine (HPT). Contrary to its early concerns, Engine Alliance has found that this
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has not had a detrimental impact on the engine’s performance. In fact, it has slightly improved power output by increasing the flow of cooling air through some gaps in the HPT. Also close to approval is an upgrade that uses bleed air from the compressor to cool the HPT case. This improvement, which is achieved through software changes, also reduces the exhaust gas temperature.
to manage and improve the efficiency of supporting the engine in service. This initiative was prompted by the fall-out from earlier upgrades that slightly increased the maintenance burden. As of last month, there were 438 GP7200 engines in service on 96 A380s worldwide. These have logged more
than 4.6 million flight hours and 610,000 cycles. In April, Emirates Airline opted to have its next batch of 50 A380s powered by RollsRoyce Trent 900 engines, instead of the GP7200s selected for its existing fleet. The $9.2 billion deal covers 200 Trent 900s for the A380s. Deliveries are due to begin in 2016. o
Engine Alliance is close to finalizing upgrade details to its GP7200 engine, which powers the Airbus A380.
Endurance Testing
The Engine Alliance engineering team has developed improved lobe-grinding techniques for the GP7200’s advanced HPT stator. “This creates better clearances during the cruise phase of flights and further incremental benefits to overall performance,” explained Athans. In July, an engine fitted with the new HPT configuration completed endurance testing that ran for 2,500 cycles at temperatures that simulated 3,500 cycles. This testing also used a dust rig to analyze how the turbofan copes with dust ingestion–a significant concern for operators based in the Middle East. Looking to further potential improvements for the GP7200, Athans said that Engine Alliance is studying technologies developed by its parent companies for the GEnx, Leap and Geared Turbofan (GTF) engines. These upgrades might include a new stage-one HPT blade and new blade-tip technology in stage two (from the GE9X engine). Also under consideration is a new HPT stageone shroud made from ceramics and new lower pressure turbine airfoils based on those developed by Pratt & Whitney for the GTF (but adapted to accommodate the GP7200’s slower-spinning LPT). “The earliest the new package could be available would be around year-end,” said Athans. “We want to create an upgrade kit that is efficient for our customers at the right price.” Meanwhile, Engine Alliance (Stand 1246) has created a maintenance burden index for the GP7200 to help work with airlines, the better
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CAE responds to new training demands by Charles Alcock Strong delivery rates for new airliners are continuing to drive increased demand for flight training and expanding the availability of qualified pilots. As a leading training
D a s s a u l t
provider, CAE (Stands 1632/ G5) is expanding capacity in response to this need, especially in emerging markets such as China, Southeast Asia and the Middle East, where there is
A v i a t i o n
growing demand for more ab initio training. “Airlines in these regions are now being more strategic about the situation and are investing to build lines of home-grown
•
S n e c m a
pilots,” commented Nick Leontidis, CAE’s group president for civil aviation solutions. “At the same time there is a lot more line training as well, requiring both aircraft and more simulators. We’re doing more to deliver fully integrated training programs for airline pilots.”
•
CAE’s 7000XR simulator technology has just been installed at the Middle East Aviation Academy in Beirut, Lebanon.
T h a l e s
Here in Dubai, CAE has jointly operated a training center with Emirates Airline since 2002. In 2013, it added a second facility at the Silicon Oasis site and is now expanding this to add more simulator bays. Last year, Emirates announced its intention to build yet another flight crew training academy. Meanwhile, CAE is also involved in the Etihad Flight College at Al Ain. This was established following last year’s acquisition by Etihad Airways of the Mubadala group’s Horizon International Flight Academy. The facility will provide multicrew pilot license training. The Canada-based simulator manufacturer and training provider is also involved in developing for the business aviation sector. This covers both fixedwing private jets and helicopters. New Technology
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“The industry is demanding more capabilities in the simulator to deal with new training tasks that are becoming more relevant, like upset and recovering training, which is now set to be covered by new legislation in response to recent accidents, and loss of control situations,” explained Leontidis. “We’re also working on more evidence-based training that is more flexible. In this respect, the simulator becomes both a training tool and also a collector of data to help airlines understand the capabilities of pilots. This capability is reflected in our latest XR range of simulators.” The latest CAE 7000XR Series full-flight simulator features more advanced systems to allow instructors to manage and plan every aspect of training programs. The use of common architecture means that the equipment can be more readily adapted to train for multiple cockpits, reducing lifecycle costs. CAE also offers its Simfinity family of flight training devices. Increasingly, airlines are looking to ensure a constant flow of qualified flight crew to meet the needs of their growing fleets. Leontidis explained, “We handle selection of candidates, put them through the training and deliver fully qualified first officers.” o
Tested for years. Confidence from day one. For the first time ever, we’re designing a combustor with Ceramic Matrix Composite materials to enable the GE9X to handle the highest pressures and temperatures in aviation history, all while reducing the need for cooling air. But we aren’t going to do it unvalidated. So we built specialized facilities in Evendale, Ohio, where we’re constantly testing, refining and maturing the combustor design to ensure world-class reliability for the world’s next great engine. See how GE is maturing the technologies that will make tomorrow fly at geaviation.com/GE9X. Imagination at work.
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Satcom Direct Router ranks as ‘precious metal’ by Charles Alcock The Satcom Direct exhibit at the Dubai Airshow (Stand 1938) features a special gold-colored
version of its Satcom Direct Router (SDR). The device manages multiple inflight cabin
connectivity functions, including voice calls, text messages, emails and Internet access. For a limited time, and with a limited production run, customers will be able to order the special gold unit to install in their aircraft. One key feature of the SDR is the GlobalVT function, which allows business aircraft passengers to use their own GSM
Dubai show goers are getting an exclusive opportunity to order a new gold-colored version of Satcom Direct’s SDR router.
smartphones through all phases of flight from takeoff to landing for voice calls, text messaging and Internet browsing. This gives users full access to their own contact list and also means that the recipients of calls see the caller ID as a known phone number, with no indication that the caller is flying at the time. According to U.S-based Satcom Direct, high quality voice calls are ensured through GlobalVT’s voice codec software developed specifically for aircraft satellite communications. The technology deals with latencies in the connection, giving clearer, crisper voice quality. The service can be used through multiple satellite networks. Fast Inflight Data
Another important aspect of the SDR is the SkyBond channel bonding and aggregation service. According to Satcom Direct, this delivers fast inflight data speeds worldwide by combining multiple streaming channels from Inmarsat’s SwiftBroadband service. This optimizes the streaming of video and music, and makes video conferencing more viable during flights. SkyBond can aggregate up to four channels together, providing a larger data pipe and delivering data speeds of up to 1.4 mbps. This achieves airborne connectivity that is just about comparable with what is available in homes and offices on the ground. Here at the Dubai show, Satcom Direct is also promoting its role as the first distribution partner for Inmarsat’s Jet Connex service, which is the business aviation version of the Global Xpress service developed for the airline market. The service is scheduled to be available before the end of this year and it promises the fastest satcom connectivity in private aviation. Jet Connex uses Inmarsat’s new I-5 satellite constellation and the Ka-band network. Satcom Direct has been involved in testing of the new service through the use of a ground terminal installed at its international headquarters at Farnborough in the UK. o
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Economics remain biofuel’s biggest hurdle by Thierry Dubois Biofuels for aviation are still facing multiple challenges, the greatest being finding ways to make production economical, according to a report jointly released in September by the French Académie des Technologies and Académie de l’Air et de l’Espace. The experts admit the environmental benefit, although proven in principle, is difficult to quantify. Using vegetable oil as a basis for hydro-treated esters and fatty acids (HEFA) is seen as the only path immediately accessible. A biofuel is intrinsically more expensive than a fossil fuel, as it has to pay for renewal costs–the growing of the plant. A biofuel for aviation is also more expensive than its road transportation counterpart, the report notes– in particular, technical requirements are more stringent, such as the need to eliminate oxygen. Also, if biojet fuel is produced along with biodiesel, it will be 30 percent more expensive, French energy research center IFP-EN
estimates. The final price will be at least twice that of conventional kerosene. The price of vegetable oil is closely linked to that of crude oil, Olivier Appert, executive officer of the Académie des Technologies, noted. Recurring costs are not the only issue. Should biofuels cover all of air transport’s needs, hundreds of billion dollars would have to be invested in biofuel production facilities, the report goes on. In fact, they will cover just a few percent of the needs in the mid-term. The European Union, for instance, has set itself a goal of having 3.5 percent of total aviation fuel consumption being biofuel by 2020. However, as this represents two million metric tons, the experts suggest this will not be achieved. Another factor is the competition between various uses of a limited resource. The experts mention the production of heat, electricity and fuel. The fuel itself can be sold to other sectors, the
INVESTING IN ISOBUTENE Start-up company Global Bioenergies and sugar giant Cristal Union are joining efforts to start operations in 2018 at the factory they are to build in France. From carbohydrates, it will produce an annual 50,000 metric tons of biofuel–10 to 20 percent possibly being earmarked for aviation–made via isobutene. The latter substance is a basis for a very pure biofuel, according to Bernard Chaud, Global Bioenergies’ v-p for industrial strategy. The process means that a mix of low-purity sugars from various origins can still be used to obtain a single molecule. Therefore, the resulting biofuel easily meets the drop-in requirement–it contains no oxygen, has a low viscosity and withstands cold temperatures, Chaud said. An industrial pilot is running near Reims, eastern France, and a demonstration plant is being built in Leuna, Germany. –T.D.
Each week an Air France Airbus A320 providing regular service between Toulouse and Paris, France, flies with a mixture of 10 percent biofuel.
obvious one being road transport. Jet fuel accounts for six percent of petroleum-based products globally. Therefore, the air transport industry fears it could be neglected and the experts recommend that governments heed air transport needs in the production of biofuel. “Strong Synergy”
The main point of using biofuels is to cut greenhouse gas (GHG) emissions. Measuring precisely how much is cut, however, has proved difficult and a standard still has to be found. “It is a bit early to evaluate the gain from field to wing,” Bruno Jarry, one of the authors and a specialist in biotechnology, said. Depending on the path, GHG emission savings are in the 60-90 percent range, according to IFP-EN expert Alain Quignard. The HEFA path is only in the 60-percent class but is seen as “mature, industrially proven… and having a strong synergy with developing vegetable oil resources.” Therefore, the report says no other path will be ready by
PIAGGIO EXPANDS AVANTI MARKET Piaggio Aerospace brought a mock-up of its P.1HH Hammerhead remotely piloted aerial vehicle to the Dubai Airshow 2015. The P.1HH Hammerhead is a medium-altitude, long-endurance variant of the P.180 Avanti business turboprop designed for surveillance and related missions.
2020. It is certified for a 50-percent blend in an aircraft’s fuel tank. The biomass-to-liquid path uses the Fischer-Tropsch process, also certified and historically well known in aviation, but it suffers from the cost of collecting the raw material– essentially waste from forestry activities. It nevertheless retains a strong potential for high-volume production and GHG reduction. From a technical standpoint, the use of biojet fuels has been described for a few years as a nobrainer. During flight-tests with various percentages of biofuel
Falcon adds Q400s, begins serving offshore markets UAE-based corporate jet and helicopter service provider Falcon Aviation Services has started to provide offshore transportation services to Abu Dhabi Marine Operating Company (ADMA-OPCO) from its base at Al Bateen Executive, Abu Dhabi’s downtown airport. Falcon (Stand 714) plans to fly nearly 400 ADMA-OPCO staff every day, to and from Das Island and Zirku Island, which are the main industrial bases for the emirate’s Upper Zakum, Umm al Dalkh and Satah fields.
DAVID McINTOSH
Refurbished Terminal
22 Dubai Airshow News • November 8, 2015 • www.ainonline.com
in the blend, no engine has ever been reported to perform differently and no maintenance problem has ever emerged. However, “we don’t have enough experience to rule out the possibility of a long-term problem,” warned Paul Kuentzmann, honorary advisor at French aerospace research center Onera. Since 2014, an Air France A320 has been flying every week from Toulouse to Paris with 10 percent of Farnesane–a sugar cane-based fuel developed by Total-Amyris–in its tanks, which should provide useful feedback. o
Falcon expects to operate three flights per day with each of its two newly acquired Bombardier Q400 turboprops from Al Bateen. Passengers will clear security through the newly refurbished Sheikh Zayed Terminal. “This is a momentous achievement for Falcon, as we
had a short time frame in which to set up and deliver this service,” said Falcon Aviation Services COO Ramandeep Oberoi. “However, with the help and cooperation of Abu Dhabi Airports, we are able to support the oil and gas sectors by using our two Dash 8 Q400s to transport 400 passengers daily to their work.” Al Bateen Executive Airport has recently undergone several upgrades to its facilities and lounges in preparation for three upcoming events: Abu Dhabi Air Expo 2016, the Middle East Aviation Career Conference & Exhibition and the Abu Heli Expo 2016. –G.P.
Empire expands aircraft management
DAVID McINTOSH
by Peter Shaw-Smith
FINISHING TOUCHES Workers complete installing the rotor blades on a mock-up of Airbus Helicopters’ forthcoming H160. The new model was announced earlier this year and is slated to replace the AS365 and EC155 models by 2018.
Dubai’s Empire Aviation Group (Chalet S4) has increased its managed fleet to 28 aircraft, with some based as far away as Hong Kong. Its leading official told AIN just before the Dubai Airshow that private-jet charter activity is increasing. Its subsidiary, Empire Aviation San Marino, was awarded an AOC for aircraft management and charter by San Marino’s Civil Aviation Authority in September, making EAG the first Middle East aviation company to be awarded such an AOC. It said it had already opened an office there “with several aircraft in the AOC pipeline for 2015-2016.” “Many people wanted to look at a European AOC and base their operations outside Dubai,” Steve Hartley, executive director at EAG, told AIN in an interview. He said diversification of loca tion and the San Marino registry helped improve charter access to aircraft not based in Dubai. “It is moving the tail numbers around to commercialize them,” he said. Hartley said EAG was cur rently managing three aircraft based in Hong Kong, 10 in Nigeria, nine in Dubai, two in India, and three in San Marino.
Russian arms export agency eyes new Middle East markets by David Donald Russian arms export agency Roso boronexport (Chalet C8) celebrated its 15th birthday last Wednesday, marking the occasion by releasing the latest sales figures. Since 2000 the company has con cluded contracts worth $115 billion, and in both 2013 and 2014 achieved annual sales of $13.2 billion. The company’s CEO, Anatoly Isaykin, reported that Western sanctions and the end of Ukrainian
co-operation has had little effect on the company’s ability to fulfill its contracts. Military aviation and air defense products account for 56 percent of Rosoboronexport’s total sales, with MiG and Sukhoi fighters at the fore front. Combat helicopters also account for a large share of the orders. In addi tion to the Kamov Ka-52 Alligator, Rosoboronexport offers the Mi-28NE
New Overseas Offices
Empire has expanded inter national operations in the past two years, opening a branch in Bangalore, India, setting up operations in the Far East and launching a dedicated U.S. air craft sales office in Scottsdale, Arizona. “[Scottsdale] has done very nicely. Our motivation for that was to source planes for our customers, rather than do it inhouse. We have set up our own business there,” said Hartley. “India is a tough market to get into. We have always done things properly and will continue
Night Hunter and Mi-35M, both designed by Mil and built by the Rostvertol factory. In their Russian army versions the heli copters are now operating in Syria. Since its inception, Rosoboronexport has conducted business with 116 nations, with China and India heading the list. Isaykin reported that the Middle East region currently accounts for 37 per cent of sales, including those to Syria. Without going into detail, Isaykin stated that the Syrian contracts were being con ducted “within the international legal framework.” Russia has also been pursuing busi ness in Iraq with renewed vigor, which has already resulted in the delivery of Mi-28NE and Mi-35M helicopters, which
One of Russia’s latest attack helicopters, the Mi-28NE, reportedly has been deployed to Syria. It’s nicknamed the “Night Hunter.”
Modernized helicopters like this Venezuelan Mi-35M ‘Hind’ continue to be popular throughout the world.
24 Dubai Airshow News • November 8, 2015 • www.ainonline.com
“Nigeria has an agreement with San Marino [so that] you can operate a commercial air craft there. Nigeria is going rel atively well. We use [the local] Triton [Aviation] to assist with ground handling on a lot of charter bookings. There is another Challenger 605 going in there, a Cayman-registered, pri vately-owned aircraft. “But it is going to get tougher. The Nigerian naira is depreciating tremendously ver sus the dollar. There is not a tremendous amount of growth there at the moment.”
to do so. It is a tough place to do business. It is hard to work around them, and things happen extremely slowly,” he said. “Dubai International [DXB] is very busy. There are restric tions on slots at certain hours of day. Costs are extremely high in DXB, so [it makes sense to go] out to DWC.” Hartley started his aviation career at South Africa’s National Airways Corporation in 1978 and was part of a management buy-out in 1997, later selling a majority stake in that company. He started Elite Jets in Dubai and assisted in selling it to a pri vate owner in 2006. He founded EAG with fellow executive direc tor Paras Dhamecha in 2007. “We have had an inward look at where we are, where we going and what we wanted to achieve. The fleet will continue to grow,” said Hartley. “Empire Aviation Group has established a good name in the industry in Europe and the Middle East. It is perhaps the biggest single operation in the Middle East today. We would consider acquisitions and are in discussions with a company in London,” he said. o
are now in use against Daesh forces. Rosoboronexport has also re-engaged with Egypt on defense procurement, and is to supply 50 Ka-52 Alligator attack helicopters. The deal may include the maritime Ka-52K Katran version to serve aboard the two “Mistral”-class assault carrier vessels being acquired from France. The Mistral vessels were originally built for Russia as Vladivostok and Sevastopol, but France halted the sale in 2014. Rosoboronexport is also hopeful of concluding a long-running procurement saga concerning the acqui sition of long-range air defense systems by Iran, a program that has been revived since the Iranian nuclear agreement was reached in July. o
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Emirates Airline ranks as Boeing’s largest customer for the 777X.
Boeing navigating the vagaries of Middle East airline market by Gregory Polek While the Middle East market for airliners has developed into the world’s fastest growing, constraints do exist, and airframers’ ability to manage the unique challenges intrinsic to such a diverse region often prove the difference between sales success and failure. In Dubai, for example, airport capacity constraints continue to hinder Emirates Airline from realizing its full growth potential, despite a widespread perception in the West that the Arabian Gulf carriers enjoy boundless expansion opportunity due to government largesse. In Saudi Arabia, aspirations for opening domestic air transport to competition remain largely unfulfilled, while in Iran economic sanctions imposed by the West have effectively closed the market to outside investment. Elsewhere, sectarian conflict and terrorism have completely closed Syria and impeded progress toward developing a modern air transport market in places such as Iraq. Of course, the biggest prizes for the likes of Marty Bentrott, Boeing vice president for sales for the Middle East, Russia and Central Asia, reside in the Gulf region, whose status as a global hub has allowed Emirates Airline, Etihad Airways and Qatar Airways to assume their place among the world’s most influential carriers. Emirates’ influence, for example, proved plainly evident in the ultimate form of the Boeing 777X. As the biggest customer for the new jet, scheduled for entry into service in 2020,
Emirates played a key role in determining range, capacity and payload capability. By extension, Qatar and Etihad will benefit as well, given that they operate in virtually the same environment and generally fit the same mission profiles. In fact, all three airlines contributed to Boeing’s sales windfall during the last Dubai Airshow, where the company launched the 777X on the strength of commitments for 150 of the new jets from Emirates, 50 from Qatar and 25 from Etihad. Speaking with AIN before the opening of this year’s show, Bentrott cautioned against heightened expectations for the 2015 edition, however. “I think there’s a little bit of a question mark [for this year’s show],” conceded Bentrott. “It’s always a great forum for order announcements, but a lot of our customers have ordered a considerable number of airplanes, and the lead time on availability is pushing out such that it becomes a little bit more of a challenge to get them to commit.” Airbus, conversely, holds open delivery slots for its A330, and its desire to maintain production rates on that model could translate into tougher price competition. In the fight for orders between the A350 and 787, meanwhile, Bentrott also conceded that Airbus might hold a slight advantage in terms of slot availability due to the Dreamliner’s healthier sales backlog. “Aside from just a few selective opportunities maybe in 2019, we’re kind of sold out [of 787s] until the 2020, 2021 time period,” said Bentrott.
Now flying with Qatar Airways, which just took delivery of its 25th 787-8, and Royal Jordanian, the 787 has already gained good visibility in the Middle East, while Etihad stands as a major -9 and -10 customer. Oman Air took its first 787-8 in early October and Saudi Arabian Airlines–another highly prized prospective customer for the 777X–plans to take its first 787-9 next month. Bentrott noted that Emirates’ current fleet needs and capacity constraints would suggest a preference for the largest Dreamliner, notwithstanding concerns voiced by the airline’s CEO, Tim Clark, that the midrange -10 might prove underpowered for the hot operating environment in Dubai. “The -10 would fit really nicely as Emirates looks at phasing out their older A330s Marty Bentrott, Boeing Commercial Airplanes vice president of sales for the Middle East, Russia and Central Asia
28 Dubai Airshow News • November 8, 2015 • www.ainonline.com
They’re phasing out their A340s, and then they’ll be phasing out some of their earlier 777s,” said Bentrott. Although the 787-10 would mainly serve to replace existing airplanes, any further fleet growth at Emirates will largely depend on when the new airport in Dubai gets the infrastructure the flag carrier requires. “It is a bit of a moving target,” explained Bentrott. “Most recently FlyDubai has set a plan to move some of their flights over to [Dubai World Central]. An airline like Emirates, they don’t do anything second-hand. They’re going to want their image of infrastructure in place before they start moving large volumes of their traffic over to DWC. That includes the terminals, that includes the lounges, that includes probably better logistics services to get people from DWC back into Dubai. I think there’s going to have to be substantially more progress.” Prospects In Iran
Elsewhere in the Middle East, airlines’ concerns center on far more basic needs. In Iran, for example, old, decrepit fleets desperately need replacement. But until the West relaxes economic sanctions against the Islamic Republic, airframe manufacturers can only wait and hope for a market to present itself. Once it does, Boeing plans to aggressively pursue the opening. “When you’re dealing with a population base of 80 to 90 million people and an aviation environment where most of their airplanes are aging and need to be replaced, clearly it is a great opportunity,” said Bentrott. “But the availability of new airplanes is out a ways, so most likely initial requirements would be satisfied by what’s available in the marketplace today via the lessors that are
willing to place airplanes there.” Although Bentrott said he expected Airbus to share in the spoils of an open Iran, the prospect of any Russian incursion with the Irkut MC-21, for example, would appear remote mainly due to Iran’s historical preference for Western airplanes. “There hasn’t been a rich history of successful operation of Russian aircraft in Iran, so that would probably be a hindrance,” he said. In one formerly closed market Boeing has managed to penetrate, Iraqi Airways continues to take deliveries of new 737-800s. It has committed to thirty 737NGs, the most recent of which it took in September. It also holds delivery slots on ten 787s, although it doesn’t plan to take its first Dreamliner until after 2020. Overall, Bentrott expressed optimism for the region, notwithstanding the geopolitical turmoil and security threats that have beset the Middle East since the dawn of the Arab Spring. Boeing, for one, hasn’t felt much effect, according to Bentrott, even as its customers have had to adjust operations to account for overflight restrictions, for example, or cease service to certain cities in conflict zones. Even in Egypt, where tourism just about ceased following the 2011 overthrow of former president Hosni Mubarak and subsequent violence associated with the military ouster from power of the Muslim Brotherhood, Boeing sees encouraging signs. “It’s been nice to see some degree of civility in Egypt over the past eight to 12 months,” said Bentrott, who noted that current 737 operator Egyptair continues to evaluate a next-generation narrowbody and also will choose between the 787 and A350 to satisfy a need for midsize widebody capacity. Notwithstanding his optimism, Bentrott doesn’t deny he faces special challenges in his dealings with Middle Eastern buyers. “All our customers are different, yet similar,” he said. “When I say similar, [I mean] similar requirements in terms of the airplanes and airplane capability, but different in terms of their decision-making process. “I mean you have everything from Emirates, which does things very clearly on a commercial basis with very little political influence to Kuwait Airways, which is going to be very influenced politically, to Qatar and their decision-making process that is to a large degree [controlled] by the individual who runs the airline...There are so many different dynamics [at play] here.” o
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Could Emirates order an A380neo this time around? by Peter Shaw-Smith With Emirates Airline ordering 50 Airbus A380s and 150 more Boeing 777Xs at the 2013 Dubai Airshow, aviation analysts are not expecting orders fireworks this year. Emirates’ president, Sir Tim Clark, described the 2013 orders as “historic” in September, but the smart money has been on a more restrained announcement this time around, merely cementing earlier deals. However, one info rmed commentator is not con vinced. “The gamechanger could be an A380neo,” Richard Aboulafia, vice president, analysis, Teal Group Corporation, told AIN. “They could buy 100. You can’t rule it out.” Aboulafia said more orders for the 777X derivative are unlikely at this show. “The only additional Emirates orders would be to compensate for the cancelled A350s. They said they are looking at more 787s or A350s.” Emirates’ order book is still larger than its active fleet. As at September 20, the airline had 239 aircraft, with a further 269 on order, not including options, worth over $128 billion in total. In-fleet workhorses included the 777300ER at 106 (with 46 on order) and the A380-800 at 67 (with 73 on order). Dwarfing these numbers, Emirates has outstanding orders for 35 new 777-8Xs and 115 of Boeing’s 777-9Xs. It is the world’s largest operator of both Airbus A380 and Boeing 777 aircraft. On February 1, 2016, Emirates will launch service to Panama City, the longest nonstop flight in the world (at 17 hours, 35 minutes westbound) and its first gateway destination in Central America. Also in the ongoing plans are
Emirates Fleet
(as of Sept. 20, 2015) In Service
Orders
Airbus A330-200 (R-R)
18
-
A340-300 (CFM)
4
-
A340-500 (R-R)
1
-
A380-800 (GP)
67
73
777-8Xs
-
35
777-9Xs
-
115
777-200
-
-
6
-
10
-
Boeing
777-200ER 777-200LR (GE) 777-300 (R-R)
12
-
106
46
13
-
2
-
Total
239
269
Passengers
224
-
15
-
777-300ER (GE) 777-F (GE) 747-400ER F (GE)
Freighter
services to Bamako, Mali (scheduled to begin on October 25 and Bologna, Italy (which were set to launch November 3). As of late September, Emirates was reporting it served 147 destinations in 79 countries and territories (including 15 cargo-only services). On September 3 alone it celebrated delivery of four aircraft, valued at a total of $1.5 billion; two Boeing 777-300ERs, one Boeing 777F and one A380. “The Airbus A380 and Boeing 777 are two of the most advanced, efficient and spacious commercial aircraft in the skies today,” said Clark. “They are the mainstay of the Emirates fleet, giving us versatility in our route planning, and also the ability to offer our customers the latest features and comforts onboard.” Emirates took delivery of its 150th 777 in September. It claimed that its 777 fleet had logged 4.72 million flight hours and more than 859,000 flights since the first example arrived with the Dubai-based carrier in 1996. The aircraft now serves 98 of the airline’s destinations. Emirates also claimed that 400,000 U.S. jobs were supported by its 777 orders. In early August, the airline announced a third daily service to Birmingham in the UK, bringing total nonstop daily flights to that country to 119 per week. That month, it said its eight daily flights to the UK would be served exclusively by the A380 starting in January 2016. It also announced a codeshare with Bangkok Airways involving 19 Southeast Asia routes. In July Emirates said it was “pursuing an aggressive fleet renewal program that ensures the airline operates one of the world’s most modern and efficient fleets of aircraft, with an average age of less than 75 months.” It said it was taking delivery of 24 new aircraft in FY2014-15, while 26 new aircraft were due to enter service this calendar year. It also said its then fleet of 63 A380s served 34 routes and that it would launch a fourth daily A380 service to Bangkok in December. “Our modern and efficient aircraft not only help reduce environmental impact, but also enable Emirates to offer the latest facilities and provide our customers with a better onboard experience as well as the capacity we need to grow our operation. Our investment in modern widebody aircraft has always been the cornerstone of our strategy and success,” said Adel Al Redha, executive vice president and chief operations officer, Emirates. Aircraft Retirements
The Emirates Aircraft Assets team consists of 35 employees. They remain tight-lipped about fleet retirements, but said in a press release that seven aircraft were phased out in 2014 and another 10 are planned for retirement this year. “This
30 Dubai Airshow News • November 8, 2015 • www.ainonline.com
Emirates, the world’s largest operator of both Boeing 777 and Airbus A380 aircraft, has been flying the Boeing 777 since 1996 and this year retired its final 777-200. The airline currently operates 106 of the -300ER model and holds orders–placed at the last Dubai Air Show–for 150 of the 777X version.
not only includes a significant amount of paperwork and administrative tasks, but also involves returning the aircraft in a similar physical condition to when it was received,” it said. Emirates recently phased out the aircraft registered as A6-EMF, the last remaining Boeing 777-200, from its fleet. The aircraft departed Dubai International for Arizona via Boston for de-registration on July 14. Since joining the Emirates fleet in 1996, A6-EMF flew an estimated 60 million kilometers (32.4 million nautical miles). “So far, in 2014 and 2015, we have phased out three 777-200s and eight A340-500s on schedule, which is no mean feat in itself. For the year 2015-16, we’re planning a total of 10 phase-outs,” said Philip Audsley, manager aircraft assets. Cargo and Passenger Loads
Emirates is also throwing down the gauntlet on cargo. IATA said that last year it was the third-largest global airline, when ranked by total freight tonnage carried on scheduled services, with 2.3 million metric tons, after Federal Express (7.1m mt) and UPS (4.2m mt). It said, globally, cargo markets showed a 5.8 percent expansion in freight-ton kilometers (FTKs). Emirates took delivery of its latest dedicated freighter, a Boeing 777F, on September 30, bringing the total number of in-fleet dedicated cargo aircraft to 15: two Boeing 747-400Fs and 13 Boeing 777Fs. Earlier this year, Emirates SkyCargo relocated its freighter operations hub to Al Maktoum International Airport, Dubai South, where it offers 50 scheduled freighter routes from its new cargo terminal. IATA said that Middle East airlines carried 173 million passengers last year, an increase of 10 percent, the largest such recorded increase in any world region. The Middle East was ranked the world’s fifth busiest region, with a market share of 5.2 percent, after Asia-Pacific, (33.3 percent market share), Europe (26.3 percent), North America (25.3 percent) and Latin America and the Caribbean (7.7 percent). Soccer Sponsors
Soccer remains important to Emirates’ sports sponsorship portfolio. The airline
sponsors some of the biggest tournaments and the Emirates logo is seen on the shirts of European and international clubs such as AC Milan, Real Madrid, Paris Saint-Germain, Hamburger SV, Benfica SL, New York Cosmos and Arsenal– the latter in a deal which includes naming rights to Arsenal’s Emirates Stadium in London. Emirates is also the official airline of Greek club Olympiacos, as well as official airline of the Asian Football Confederation. Positive Financials
In terms of profitability, Emirates has never recorded a net loss, and saw profits increase on an annual basis from inception to 2009, when they dipped for the first time. In the year ending March 31, 2015, Emirates reported revenues of $24.2 billion, an increase of 7.6 percent on the previous year’s figure, and net profit of $1.2 billion, up 35 percent on 2013-14. Passengers carried increased to 49.3 million, up 10.8 percent, while passenger load factor for both years was 80 percent. Cargo revenues jumped from $3.1 billion to $3.4 billion in the same period. Emirates’ $913 million U.S. dollar Sukuk (bonds) listed on Nasdaq Dubai on April 1, 2015, bringing the total of the listed Islamic bonds on the exchange to just under $35 billion. “This transaction set many new milestones, including being the first time that Sukuk [have] been used to finance and pre-fund the acquisition of our A380 aircraft,” said HH Sheikh Ahmed Bin Saeed Al Maktoum, chairman and chief executive, Emirates Airline and Group. This followed the airline’s listing of $1 billion of U.S. dollar Sukuk on the exchange on March 20, 2013. o
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U.S. Pavilion houses 90+ exhibitors by Gregory Polek A large contingent of U.S. companies competing for commercial, military and space business in the Middle East have made the trip to the Dubai Airshow to showcase their technologies, equipment and
services. Their collective hope is to capitalize on the Middle East’s economic growth, rapid modernization, elevated defense and security requirements and heightened ambitions of the United
Arab Emirates Space Agency. Gathered primarily in the U.S. International Pavilion here at the Dubai World Central site, some 150 U.S. exhibitors in total account for as much as 15
percent of the show’s total, making them the largest contingent of exhibitors booked for the event, according to U.S. show organizer Kallman Worldwide. In coordination with numerous government agencies, the 2,200-square-meter (23,681 sq ft) pavilion serves as an on-site business hub for U.S. exhibitors and a destination for buyers
looking for an efficient way to meet those companies. “When the U.S.A. commits to exhibit at the Dubai Airshow, we’re saying we believe in the power of this event to attract real business prospects and customers. The steady growth and diversification of the show speaks for itself,” said Kallman Worldwide president and CEO Tom Kallman. The U.S. Pavilion will once again be trading under the slogan “Ask America First” that it launched at the Paris Air Show in June. Showcasing Businesses
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34 Dubai Airshow News • November 8, 2015 • www.ainonline.com
Of the 90-plus companies participating in the U.S. International Pavilion, more than 30 appear within six statesponsored pavilions representing Florida, Georgia, Missouri, Virginia, New Hampshire and Washington State. The largest of the six state pavilions– Florida–showcases aviation and aerospace business representing specialties ranging from maintenance, repair and overhaul to ground support equipment to avionics and pneumatic systems. Fittingly, Florida is home to one of the country’s largest aerospace and aviation industries. Making its first appearance at a Dubai Airshow, the state of New Hampshire features three companies whose specialties span from below the ocean to satellite orbit. AQYR, for one, provides satellite communications hardware; HALO Maritime Defense Systems designs sea barriers and Transupport distributes parts for gas turbine engines. Another show debutante– Seattle-based LKD Aerospace–appears with Washington State’s trade show group. The company distributes parts for such aerospace and defense OEMs as Honeywell and Nordam Transparencies. LKD also designs and manufactures both OEM and aftermarket PMA components and provides MRO services it its FAA/EASA repair station. Its Gladiator Technologies division designs and manufactures MEMS inertial systems used in flight testing and other applications. Specializing in spare and obsolete aircraft parts, MAC Aerospace has provided logistics support and advanced military defense systems for 25 years. MAC has expanded services to include supplying urgently needed spare parts for military systems, and services such as export licensing, engineering and overhaul repair.
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Above: The new TALIOS optronics pod for combat aircraft is the same shape and weight as the predecessor Damocles system. But it has new features that make it an all-round imaging, navigation and targeting system. Left: A French air force Rafale carrying the AREOS reconnaissance pod on a centerline station. Below: A French air force image analyst reviews scenes taken and downlinked by the AREOS reconnaissance pod.
Thales claims unique pod features orders from the Middle East. TALIOS is an acronym for TArgeting Long-range Identification Optronic System. It is a follow-on from the company’s Damocles navigation and targeting pod, for which Thales took 120 orders, two-thirds of them for export. Like other such pods from competing suppliers, operators found a new role for Damocles
as an imagery sensor–the socalled Non-Traditional Intelligence, Surveillance and Reconnaissance (NTISR) role. Thales says that in designing TALIOS with the latest sensors and stabilization techniques, and by adding a third optical window, it has eliminated some of the shortcomings of previous pods when collecting imagery. For instance, it has a wide field
IMAGE’INN
Thales is pressing ahead with development of TALIOS, which the French company claims is the first optronic pod to properly combine intelligence-gathering with weapons delivery. Both TALIOS and the larger AREOS reconnaissance pod, which it also claims has some unique features, are designed for the Dassault Rafale combat jet– and both have attracted export
Thales has created an innovation center at its Elaincourt facility near Paris, and named it “Image’Inn.” It is designed to generate a realistic visual environment similar to that which someone operating one of the company’s optronics pods would experience on a real mission.
Permanent Pod View Improves Big Picture One of the limitations of imaging-cum-targeting pods has been the need for aircrew to slew the pod-head to the area of interest, and then switch from wide to narrow field of view for positive identification and designation of t argets. In so doing, situational awareness can be lost. Thales claims that it has a unique solution, which it has named Permanent View, with geo-referenced imagery from a wide area that is likely to be covered on the mission is stored in the pod. If (for instance) a pilot sees an explosion on the ground or is informed of a target by troops-incontact, he can arrange to see the surrounding terrain on a cockpit display, with the pod’s field of view indicated at center screen. This makes slewing the pod easier, and also helps the pilot avoid maneuvers that might temporarily mask the target. –C.P.
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CHRIS POCOCK
by Chris Pocock
of view, and is able to operate throughout the mission. Further, Thales claims that TALIOS is the only pod to provide color imagery to NATO standards, while other new features include day or night operation from any altitude; scene-matching; and automatic detection and tracking of mobile targets. TALIOS was previously known as the Pod de Désignation Laser de Nouvelle Génération (PDL-NG), and its development has been funded by the French government since late 2012. It was unveiled in July 2014, and will be test-flown for the first time on a Rafale next year, with first deliveries following in 2018. The major subcontractors are Sofradir (infrared detectors) and Liebherr (cooling). The TALIOS pod is the same shape as Damocles, and approximately the same weight, and can therefore be substituted easily. Thales (Stand 700, Chalet P4) won’t identify the export customers, but Qatar is acquiring Rafales, and Saudi Arabia might seek to replace the Damocles on its Tornado and Typhoon fleets. UAV Alternative
AREOS (Airborne REcce Observation System) is the much bigger podded system carried on the centerline of French Rafales and Mirage 2000s. It is qualified for flight up to 600 knots, and can withstand the shock of carrier operations. For greater flexibility and coverage, the optics move fore and aft within the head of the rotating pod.
“We cover a large swath of the ground at very high resolution in a single pass. We use real-time computer processing onboard to devise flight paths and determine whether to move the head or the optics,” said Bruno Depardon, the Thales product manager for airborne optronics. The pod provides dual-band imagery from low, fast flights or from high-altitude standoff ranges–which Depardon declined to specify. However, he noted that AREOS can cover 10,000-sq-km-per-hour from 20,000 feet, and can therefore “do the work of many UAVs.” It is the only system on the market that also provides video in both the infrared and visible spectrum, according to the Thales manager. “The video is the same resolution and range as the still images, although the field of view is narrower. AREOS can switch rapidly between the two modes,” he added. Thales also provides the ground station to which AREOS imagery is downlinked for processing, exploitation and dissemination. To support the customers for these systems, Thales has created an innovation center at its Elaincourt facility near Paris where pilots, engineers and analysts can generate a realistic visual operating environment. The Image’Inn can portray different visibilities, altitudes and lighting. “We can change every parameter in real time. This saves a huge amount of training time for pilots. We used this room to develop TALIOS with them,” said Depardon. o
A350 gets longer legs as production increases by Guillaume Lecompte-Boinet During the runup to the Dubai Airshow, European airframer Airbus was still putting the
spotlight firmly on its A350XWB. Last month it launched a new ultra-long-range version, the
A350-900 ULR, which can fly 8,700 nm (16,000 km). Singapore Airlines (SIA) came on board as launch customer, switching seven aircraft from its existing A350 order to the new variant. In addition, the Asian carrier has placed an additional order for four A350-900s, taking its total firm orders for the A350 XWB family to 67. To
date, Airbus has recorded a total of 783 firm orders for the A350 XWB from 41 customers worldwide, and is now ahead of the Boeing 787 in terms of firm order book. While deliveries of SIA’s A350-900 ULR are scheduled to begin in 2018, the first A350-900 for the airline has been painted in Toulouse and is now ready to
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start the next stages of production, including the installation of engines and cabin furnishing, before starting ground and flight tests. Delivery is scheduled in the first quarter of 2016. The A350-900 ULR will be able to fly non-stop for up to 19 hours, and is optimized to serve the world’s longest commercial passenger routes such as Singapore-New-York. SIA previously operated non-stop services from its home base to New York and Los Angeles between 2004 and 2013 using the fourengines A340-500. The carrier stopped this because it cost too much. However with the A340500 also having been sold to Emirates and Etihad, they could also be interested in the A350900 ULR, though Airbus has not yet commented on this. “The new twin-engine A350 ULR, with its improvement of the fuel burn performance over the A340, allows us to re-open those routes, a strong demand from our customers,” an SIA spokesman told AIN. Fuel Costs Cut
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According to Airbus, the fuel cost of the A350 is 32-percent lower than for the A340. Moreover, “the A350 offers a larger cabin, more comfort, new mood lights and a Wi-Fi connection,” added the spokesman. SIA is considering other nonstop routes, such as Chicago, Las Vegas and Miami. The A350-900 ULR incorporates a number of changes over the standard A350-900. These include a higher capacity fuel system within the existing fuel tanks, increasing fuel carrying capacity from 141,000 litres (37,248 U.S. gallons) to 165,000 litres (43,588 U.S. gallons), supported by an MTOW increase to 280 tons (from 272-275 tons with the standard version). For
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Continued on page 40 u
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A350 -900 ULR uContinued from page 38
comparison, the MTOW of the A340-500 was 372 tons. The extended-range capability is achieved without installing additional fuel tanks and the aircraft can be reconfigured easily to the standard A350-900 long-haul specification. “These
adaptions are made to the fuel system computer, and to the air venting and inert gas distribution piping in the wing,” explained an official from Airbus. Some additional localized reinforcement of the structure will be made. Regarding the A350XWB program, Airbus CEO Fabrice Brégier reported that the program remains “perfectly on
track” for delivery of 15 airplanes this year, although he acknowledged that “A350 ramp-up is, of course, challenging.” Brégier said that Airbus will more than double deliveries in 2016, and will reach a monthly rate of 10 aircraft by the beginning of 2018. A350 launch customer Qatar Airways, which has ordered 80, is to have received seven aircraft by
the end of 2015. As of mid-October the airline had four in service with average daily utilization of 11 hours. Three more will be delivered to Finnair, which received its first aircraft on October 7 (see ainonline.com, October 7, A350 ‘Perfectly on Track’ as Airbus Delivers Finnair’s First); one to Latam; and two to Vietnam Airlines. Next year, some Asian and
Gulf carriers will receive their first A350s, including Singapore Airlines (which has 67 on order), Etihad (62) and Cathay Pacific (46). Airbus remains confident about Emirates, which cancelled its 70 orders in June 2014, with the carrier reconsidering both the A350-900 and the Boeing 787-10. Even if Emirates doesn’t decide until 2016, the airframer stated that the A350-900 “is a natural replacement for 777s, A340s and 787s.” For instance, Qatar replaced 787-8s with the A350, Vietnam Airlines is replacing its 777-200ERs with the type and Finnair is replacing its old A340-300. A350-1000 Progress
The A350-1000, a longer version of the A350-900, which can seat 366 passengers in a three-class cabin layout, is often ordered in combination with the -900. Half of the major A350XWB customers have ordered both the A350 models, notably Qatar Airways and Etihad. Brégier confirmed that entry into service of the A3501000 was planned for the summer of 2017. According to Airbus, the A350-1000 will offer an extra 400 nm range and a 15-percent lower trip cost compared to the in-development Boeing 777-9X. Airbus is installing the first Rolls-Royce Trent engine for the A350-1000 on its A380 flying test bed ready to start flight-testing. This first campaign will prove quite short and end with the first flight of the A350-1000, scheduled for mid-2016, said Airbus. Certification of the program will involve three flight-test aircraft. In terms of production, Airbus plants at Broughton, UK, SaintNazaire, France, and Hamburg, Germany have all started to deliver their shipsets to Toulouse for the start of final assembly in the first quarter of next year. Airbus has been working to modify its final assembly line in Toulouse ready to incorporate the new variant. When AIN visited the factory, at the beginning of October, some 26 aircraft were in various stages of production on the final assembly line, up to the MSN 42. “And we have started production of the MSN 56,” said Airbus. The production cycle at Toulouse, which now takes more than eight months, will reach between seven and 11 weeks by the end of 2017. Cabin furnishing is now accomplished in another hall. But by the end of 2016 this process will be done in the main assembly hall, during the assembly process, to help cut the lead-time. o
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Growth creates demand for narrowbodies, too by Gregory Polek Long considered a hotbed of widebody sales, the Middle East in more recent years has also become a prime target of opportunity for narrowbodies, as the likes of FlyDubai, Air Arabia and Jazeera Airways rank as some of the world’s fastest growing low-fare carriers. Over the past decade Airbus and Boeing each have enjoyed the fruits of what has proved to become another lucrative market for single-aisle jets. Now, as they prepare to introduce “reengined” narrowbodies in the form of the A320neo and 737 Max and Canada’s Bombardier, Russia’s Irkut and China’s Comac ready their own market entrants, airlines around the world stand to soon reap further economic benefits from new technology promising socalled “double digit” fuel-burn improvements and seat-mile cost reductions. The first of the new models due to enter the market–the Airbus A320neo–remains on schedule for certification and first delivery to Qatar Airways by the end of the year, after the company had to distribute certification work among its flighttest articles to recoup time lost due to a defect in one of the first
prototype’s two Pratt & Whitney PW1100G-JM geared-turbofan (GTF) engines. A resulting “pause” in testing of the initial two aircraft, both GTF-powered, followed the discovery in April of the manufacturing flaw, which involved a 10-inch-diameter retaining ring in the powerplant’s combustor section. The second of the pair returned to the air in late July, followed by the original airplane later in the summer. Engine Flight Testing
A third machine–equipped with alternative CFM International Leap-1A engines–continued flying after pausing briefly over the summer for engine-upgrade installation, on-board equipment enhancement and maintenance. Airbus’s flight test revisions meant that the airplane had to undertake additional work previously earmarked for the GTF-powered A320neos and unrelated to engine systems. On September 30, Airbus confirmed it had to ground the first Pratt-powered example yet again, after finding a “minor problem” in one of its engines, following hot-weather trials in Al Ain.
Boeing in September began final assembly of its first 737 MAX 8, the company’s latest addition to its single-aisle family. Boeing said the 737 MAX remains on track to roll out the first completed example by the end of the year and fly it in early 2016.
The company insisted, however, that the incident would not affect plans to deliver the first airplane to Qatar by the end of the year. As of October 1, five A320neo flight-test airplanes, two of which have CFM engines, had accumulated some 868 hours during more than 292 flights. The third Pratt-powered example, MSN 6720, flew for the first time on September 25. Airbus uses that airplane for function and reliability tests. The second CFM-powered airplane, MSN 6642, took to the air for the first time on September 29. Meanwhile, the A320neo’s primary competitor–the Boeing 737 Max–remains on schedule for certification and delivery to launch customer Southwest
Continued on page 44 u
Airbus says its A320neo program promises a 20-percent fuel savings per seat, plus two tons more payload.
Bombardier’s participation at the 2015 Dubai Airshow will include its all-new CS100.
Russia’s UAC recalibrates Superjet and MC-21 plans by Vladimir Karnozov The renewed strategy of United Aircraft Corporation (UAC, Chalet C4, Stand 550) is for civil aviation to represent 50 percent of the corporation’s income. The 100-seat Sukhoi Superjet 100 (SSJ100), an example of which is parked on the static line here in Dubai, remains a core program, soon to be supplemented by the MC-21 next-generation narrowbody. The MC-21’s maiden flight is planned for 2016 and certification for 2018. The Soviet-era Ilyushin Il-96 widebody and Tupolev Tu-204/214 narrowbody will remain in production until 2023-25, however, with a planned annual output of twoto-three airframes of each type. In October, UAC’s executive board approved the renewed business plan for the Superjet, calling for 595 SSJ100 sales through 2031 compared with 800, previously. Of the aforementioned 595, 82 would be the Basic model (SSJ100-95B), 331 Long Range (SSJ100-95LR) and 140 would be an enlargedseating-capacity version (for 110125 passengers). The remaining 42 are the business jet version. The document was prepared on an order from President Putin, which he issued in March, when allocating a rescue package of ruble 100 billion for the ailing manufacturer Sukhoi Civil Aircraft (SCAC). The money went into SCAC’s base capital, and reduced SCAC’s debts from ruble 109 billion ($1.7 billion) in early 2015 to ruble 6.9 billion ($0.11 billion) now. The renewed business plan is “more realistic,” according to the corporation’s president Yuri
Slyusar. This year, “from 17 to 20 aircraft” will be produced, compared with 36 in 2014. The reduction is caused by a large number of “white tails” today. Out of nearly 100 Superjets assembled, fewer than 60 are placed with airlines, the largest being Aeroflot (30), Interjet (16) and Red Wings (four). This problem was eased somewhat at MAKS’2015, when UAC and the government-controlled lessor GTLK signed the largest Superjet contract so far, for 32 firm orders and 28 options. The Russian government and the nation’s largest banks will support this deal financially, with GTLK placing these aircraft with a handful of local carriers on very attractive terms. Another cause for the temporary slow-down is the on-going effort to reduce manufacturing costs. Slyusar explained: “We want to somewhat simplify the baseline version to offer to those customers who do not [want a] complex set of onboard systems.” This is targeted as a $2.6 million cost reduction per airframe, partly through wider use of Russian-made components, and partly from more automation so as to reduce the number of man-hours. A UAC study found that, to make ends meet, the Superjet’s monthly rental should be $185,000. This led to a target fly-off price of $27-28 million per airframe (compared to $35 million now). UAC plans to produce 25 Superjets in 2016 and 34
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www.ainonline.com • November 8, 2015 • Dubai Airshow News 41
As Emirates expands, so does pilot recruitment and training by Peter Shaw-Smith
The Emirates-CAE Flight Training facility houses a total of nine full-flight simulators: five for the Boeing 777, three for the Airbus A380 (another one is coming soon) and one for the Airbus A330/340 (which is being phased out). The operation provides comprehensive initial and recurrent training, helping prepare flight crews to deal with any in-flight event.
42 Dubai Airshow News • November 8, 2015 • www.ainonline.com
Emirates uses full-flight simulators built by CAE to help train its new pilots. The airline partnered with the training solution provider to develop the Emirates-CAE Flight Training facility located at Dubai Silicon Oasis.
Standard company induction takes seven days. Standard conversion courses for the A330, 777 or A380 take around 40 days and are fleet-dependent. Training includes distance learning, computerbased training, classroom work, tutor ials, fixed-based training development and flight simulators. Once a new pilot has demonstrated that he or she has the required knowledge and skills, they are allowed to start flying under an experienced instructor. Generally, the pilot flies 10 flights (or 20 sectors) before being released to the line. “During the training we try to expose the pilot to as many of the regions we work in as possible,” said Mahoney. “Given the fact that we fly daily to six continents, this exposure is very important. The vast majority of pilots who join us are experienced, with between 2,0002,500 hours.” If a pilot is already experienced, he or she is trained under Zero Flight Time rules, which means the first time they fly, they will do so with a full passenger load, which is admissible under regulations. Around 10-11 percent of Emirates’ pilots are Emirati. “In the case of less experienced pilots, we conduct base training on an empty aircraft before they are allowed to fly with passengers. Those pilots are from our very successful national cadet pilot program. The regulations require a minimum of six takeoffs and landings during base training. They need the experience of handling the big jets. This base training only involves UAE pilots,” Mahoney said. ECFT’s website says it provides pilot and maintenance technician training for operators of commercial, business and civil helicopter aircraft in the Middle East, Europe, Africa, Asia, Oceania and South America, and works with 20 national aviation authorities to meet their needs. Mahoney said assistance from ECFT trainers was invaluable in situations where workload reached a peak, such as the planned delivery to Emirates of three A380s in one month, last December. “That peak sometimes takes us over our internal capacity; when that happens, we outsource to high quality training providers,” he said.
“We have a very close and good working relationship with CAE. We have used their instructors in the past to deliver our 777 conversion course, but that is only after we have trained them to our exacting standards. The training program mirrors
To keep up with demand, Emirates needs to increase its number of pilots from the current 4,000 to 16,000 over the next 20 years, according to Capt. Martin Mahoney, the airline’s senior flight training officer. Such an effort will involve greater use of third-party training organizations.
PETER SHAW-SMITH
Airbus A380, and one for the A330/A340 types,” said Mahoney. Included among the 10 simulators, Emirates also has two full flight simulators at the ECFT facility in Al Garhoud. “Spreading our simulator assets around three colleges provides us with a degree of business continuity, should there be an issue with one of those buildings.” Emirates also has two full-flight simulators dedicated to cabin emergency training, one for the Boeing 777 and one for the A330/ A340. In addition it has a static A380 cabin emergency trainer. Mahoney said Emirates is working at capacity to accommodate the airline’s rapid expansion. “[To date], we are able to train all of our pilots in-house,” he said. “I am also responsible for safety and emergency procedures training for pilots and our 20,000-plus cabin crew.” Emirates often receives requests from other airlines for training, not for pilot conversion courses, but for instructor training. “We are world leaders for evidence-based training. Outside Emirates crew, we don’t train pilots but we do train instructors. We currently have pilots from 100 different countries working for Emirates. We don’t fear the cultural diversity, we embrace it,” Mahoney said.
IMRE SOLT
Emirates will require 20 percent of the 60,000 pilots needed in the Middle East over the next two decades if it is to keep abreast of its expansion goals, the airline’s senior flight training officer told AIN in an exclusive interview. That means, based on Boeing’s Current Market Outlook figures, the Middle East needs to add 8.2 new pilots a day for the next 20 years. Emirates Captain Martin Mahoney, senior v-p flight training, said the airline must increase its pilot cadre to 16,000 from today’s roster of 4,000 pilots, and only trains 500 a year in-house. That leaves a shortfall of 100 pilots per year. Emirates’ pilot training facilities are spread across three training colleges in Al Garhoud in Dubai. On occasion it also uses the EmiratesCAE Flight Training (ECFT) facility at Dubai Silicon Oasis for A319 training as well as recruitment assessments. ECFT was founded in 2002, and is jointly operated by Emirates and CAE, an international civil and defense pilot training company. The flag carrier airline has an extensive training operation that is distinct from ECFT. “We have nine, soon to be 10, full-flight simulators: five for the Boeing 777, three–soon to be four–for the
Capt. Moataz Alswaini serves as the assistant deputy chief pilot on Emirates’ Airbus A380s. The company’s fleet currently includes 67 A380-800 aircraft, with orders for another 73. One analyst believes the A380neo could be a ‘game-changer’ for Emirates.
the aircraft delivery schedule,” he said. Like several other senior management staff, Mahoney must stay acutely aware of the market availability of new aircraft. “For the past seven years, we have learned never to say never. Wherever and whenever a commercial opportunity presents itself, we have demonstrated the flexibility and willingness to take it.” Currently in-fleet are the A330, the A380, the 777 and four A340s, as well as one A320-type VIP aircraft. The current trend is for the A330s and A340s to be phased out. “We are flexible enough to deal with whatever comes our way. Our job is to keep the standards high whilst supporting the airline expansion,” Mahoney said. “I have good overview of the aircraft entering into the Emirates fleet over the next four-to-five years, as do senior management whose roles are inextricably linked to aircraft deliveries,” he added. Emirates’ constant expansion does not make Mahoney’s life any easier. “We work very hard to make sure we have sufficient pilots to meet requirements. There are challenges, and those challenges are being met,” he said. “We have very good benefits, and remain a popular airline for any pilot who wants to enjoy the experience of scheduled flying, to six continents, on one of the youngest fleets in the world.” Emirates claims to be No. 2 in the world for its safety record, while airlineratings.com put Qantas on top in its January rankings. “We are there because of the effort put in not just by pilots but by everyone working with the airline. We will never compromise on safety,” he said. “We cannot train for every scenario that may happen to a pilot in his career. We therefore need to train our pilots to be resilient. We try to give the pilot the knowledge, skills and confidence to deal with an unknown event in flight,” Mahoney said. Weather, terrain, aircraft defects can all challenge a pilot and Emirates trains its crews to deal with them. “In the main, people join the aviation industry because of a love of flying. They enjoy what they do. Can it be stressful on occasions? Yes, it can,” Mahoney added. The recently launched sector from Dubai to Panama City is 17-plus hours. “That is a lot of time on autopilot. This brings with it its own challenges. Even at cruise, our pilots have to be ready to take over in the unlikely event that the automatics ever fail. Pilots love to fly, so they look forward to getting their hands on the controls during take-off and landing, even if those take-offs and landings are in poor weather or challenging environments. It’s not stressful so much as it is exhilarating,” he said. In the case of the A380 and the 777, the Emirates order book is larger than the existing fleet. Mahoney is determined to meet the challenges of the airline’s growth. He said, “We offer a standard of training acknowledged throughout the region and the world. We cannot and will not allow anything to stop expansion.” o
The prototype Embraer KC-390 made its second flight on October 26, after an eight-month hiatus.
Embraer’s KC-390 returns to flight test by Bill Carey The Embraer KC-390 program has returned to flight-test status after a slowdown caused by Brazil’s financial crisis. The prototype tanker/airlifter flew from the manufacturer’s test center in Gavião Pexioto, Brazil, on October 26, the second time it has flown since its maiden flight on February 3. Embraer (Stand 2260 and Chalet A7) planned to fly the prototype again before the Dubai Airshow. Embraer’s earlier program schedule called for it to certify and deliver the first KC-390 to the Brazilian Air Force in 2016. It announced the slowdown in July, citing the devaluation of the Brazilian real and government spending cuts. With the resumption of flighttesting, the manufacturer now expects to certify the aircraft in 2017 and begin deliveries the next year. “We had an economic crisis in the country. We never had any problem with the customer, and specifically with
the program,” said Paulo Gastão Silva, Embraer KC-390 program vice president. “We [remain] confident because the customer is happy and confident with us on the program.” The eight months between test flights were not wasted. Embraer used this period “to do some normal corrections” that came to light during the development effort and conducted ground vibration tests to validate aeroelastic models, Silva said. Tests are ongoing in an avionics rig, mission systems rig and “iron bird” systems integration bench with full cockpit, landing gear system and electric and hydraulic flight controls. During the second flight of about an hour’s duration, Embraer tested the initial flight profile, flight-control responses and general aircraft behavior. The manufacturer plans to introduce a second prototype to the flight-test campaign early next year. The two aircraft will perform about
2,000 flight hours. During the campaign, Embraer will also use two structural test vehicles for static and fatigue testing and partial test vehicles for different structural and systems testing, Silva said. The Brazilian Air Force plans to acquire 28 KC-390s, a requirement that remains unchanged, Silva said. He declined to comment on the manufacturer’s “ongoing campaigns” to interest other countries, but said declarations of intent by five identified program partners–Argentina, Chile, Colombia, Czech Republic and Portugal–remain intact for 32 additional aircraft. Embraer is back on track to deliver those aircraft, Silva said. “I do feel confident that with the [program] replanning we’ve just made, we’ll be able to finish the development and deliver the aircraft to the customer,” he said. “Next year will be a tough year, but this is already part of the plan.” o
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www.ainonline.com • November 8, 2015 • Dubai Airshow News 43
Growth creates demand for narrowbodies, too
THIS KING AIR IS “SPECIAL” Textron's Beechcraft unit brought a Special Missions variant of its popular King Air 350ER to the 2015 edition of the Dubai Airshow. Possible configurations include aerial survey, air ambulance, flight inspection and surveillance, among others. In addition to its extended range (ER) fuel capacity, the King Air 350ER is equipped with upgraded landing gear, plus increased maximum zero-fuel and takeoff weights when compared to civilian models.
Boeing’s 737 Max Is On Schedule
Boeing will build the first 737 Max jets exclusively on the new production line in the Renton factory. The new production line will allow the team to isolate assembly of the first 737 Max from the rest of production to help it learn and perfect the new build process while the Renton factory continues to turn out airplanes at rate of 42 a month. Boeing has set an efficiency improvement target for the Max 8–the first of four Max family members–of 14 percent over the 737-800NG. The 737 Max team remains on schedule to roll out the first completed Max 8 by the end of the year and fly it in early 2016. In terms of firm orders, Airbus and Boeing by far dominate the field of competitors that also includes the Bombardier CSeries, the Comac C919 and the Irkut MC-21. While the Chinese C919 and Russia’s MC-21– scheduled to gain their respective certifications in 2017 and 2018–enjoy somewhat captive markets in their home countries, the CSeries must compete against the Boeing and Airbus models on a far more global basis. In Russia, the fall in the ruble has led the government to encourage closer ties between its manufacturers and airlines. In the case of China, the statecontrolled airlines often face pressure to buy Chinese, a fact that has kept the long-delayed ARJ21 regional jet viable in its home country. Bombardier could rightly counter that in the capacity category the CSeries occupies, its product has actually outsold the 737 Max 7 and A319, neither of which have attracted much attention or market success. Still, questions over the overall size of the market Bombardier has targeted with the CSeries persist. Scheduled for certification by the end of the year and introduction into revenue service with launch customer Swiss International
Airlines by the middle of next year, the CSeries as of mid-October hadn’t yet collected the orders for 300 airplanes that management had targeted for the period leading to service entry. Once considered a contender for an order by Qatar Airways, whose CEO, Akbar Al Baker, has since dismissed the possibility, the CSeries has drawn a pair of customers from the Middle East in the form of Bahrain’s Gulf Air and Iraqi Airways. Bombardier management hopes a positive experience by Swiss and eventually the likes of Gulf Air will turn mere interest into orders from airlines in the Middle East and beyond. ‘Impressive Performance’
Although Bombardier fully intends to gain certification by the end of this year, it has given itself a substantial time buffer to ensure on-time EIS. The cautious approach would seem warranted, as potential customers exhibit what Bombardier Commercial Aircraft president Fred Cromer called a “wait-and-see attitude” until certification authorities issue their approvals. “The general sentiment is that everyone wants us to get it right up front,” said Cromer during an interview with AIN in late spring. “We are now proving that to be the case considering what we’re now seeing with the impressive performance–we’re building that market confidence.” By September 10 the program had finished all noise performance testing, which, according to Bombardier, validated claims that the GTF-powered jet would prove the quietest airplane in its class. By early this month, the six CS100 flying prototypes had completed some 97 percent of their flight testing. Earlier this year, Bombardier announced an increase in the CSeries’ maximum range, from 2,950 nautical miles to 3,300 nautical miles. o
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Russia’s UAC recalibrates uContinued from page 41
in 2017. Later, the production output will stabilize at 35-40 annually. Slyusar believes UAC is able to balance Superjet sales and manufacturing rates in the next three years, enabling SCAC to start generating operational profit starting in 2017. Among various projects developed to attract new customers, there is a wet lease program developed by Ilyushin Finance Co. (IFC). Potential customers are given an aircraft on wet lease for six months. This term allows the airline to make sure that the Russian airplane demonstrates its advertised performance. IFC has placed orders for 28 Superjets and 50 MC-21s and is widely viewed as the preferred lessor to structure deals with Aeroflot for additional Superjets to the Russian flag carrier. At the Paris Airshow in June, IFC general manager Alexander Roubtsov told journalists that he’d had meetings with five foreign airlines. They were offered Superjets on wet lease for six months, complete with crews and technical assistance from Red Wings. “Few would agree to buy a new type. Our offer enables potential buyers to avoid some
risks. The airline, which has tested the type on its routes, is better positioned to make a weighted decision whether to buy some.” At MAKS’2015 in August, IFC, Red Wings and Sky Angkor Airlines signed an agreement. The Cambodian carrier agreed to take one Superjet on wet lease. After assessment of this aircraft in operation, the airline will decide whether the type meets its requirements. If this trial ends up with a positive conclusion, Sky Angkor will take a couple of newly built airplanes through an operating lease from IFC. A decision is expected by year-end. If it is in favor of the Superjet, two aircraft will be delivered in 2016. Similar schemes have been discussed with a number of Asian airlines, including those from Cambodia, Vietnam and Thailand. Red Wings is soon to come under control of IFC as a result of the ongoing changes in its shareholding structure. Today, the airline operates four SSJ10095Bs on operating lease terms. A fifth airframe will join the fleet late this year. In October 2015, the UAC executive board made the decision to hand a 74 percent stake in the airline over to the lessor. When complete, this move will bring Red Wings and IFC even closer. o
The Sukhoi Superjet offers a clean-sheet-of-paper design but incorporates major components like avionics, landing gear, and electrical/hydraulic systems from established companies, including Thales, Messier-Dowty, Parker and Hamilton Sundstrand. Manufacturer UAC is actively seeking new markets.
MARK WAGNER
Airlines in the third quarter of 2017. The company announced on September 15 it had started final assembly of the first 737 Max 8 on schedule at its narrowbody plant in Renton, Washington. In early June Boeing announced that it had started to assemble the wings for the first Max, marking the official start of production of the company’s latest family of narrowbodies. “We have a lot more work still ahead of us, but we’re very pleased with our progress to date,” said Keith Leverkuhn, Boeing Commercial Airplanes vice president and general manager. Boeing places particular emphasis on the airplane’s newly designed winglets, which the company estimates will deliver up to a 1.8 percent fuel efficiency improvement over current “inline” winglet designs.
DAVID McINTOSH
uContinued from page 41
ExecuJet has expansion plans in Dubai and Jeddah by Charles Alcock ExecuJet Middle East this month marks its 16th anniversary with plans to further expand its presence here in Dubai. The company, which is part of the Swissbased ExecuJet Aviation group, also is announcing plans to expand its operations in Saudi Arabia with a new FBO in Jeddah, as well as for a new maintenance, repair and overhaul (MRO) in the Indian capital Delhi. With a main base at Dubai International Airport, for the past two years ExecuJet has also operated a temporary base at Dubai World Central, or Dubai South as the massive new airport has been rebranded. It has now secured land for a permanent facility and hopes to start construction soon with a view to opening during the first quarter of 2017. In the meantime, it may opt to take up another temporary tenancy in the airport’s general aviation terminal starting next year. “We would love to keep both bases [i.e Dubai International and Dubai South], but it has been made clear [by the Dubai authorities] that Dubai South is going to be the main long-term home for general
aviation,” ExecuJet Middle East vice president Mike Berry told AIN. That said, with some low-cost carriers such as FlyDubai moving operations to Dubai South, this could temporarily relieve some capacity pressure at Dubai International. For the past 10 years, MRO has been the main focus of ExecuJet Middle East’s business plan. The Part 145-approved operation is a Bombardier authorized service facility, with the Canadian airframer having awarded it the Best Overall Maintenance Facility honor for the past two years and the Best International Maintenance Facility award for five consecutive years. ExecuJet also specializes in supporting Embraer and Hawker aircraft. Impressive Growth History
In addition to U.S. Federal Aviation Administration and European Aviation Safety Agency certificates, the facility holds approvals from 20 other national aviation authorities. In September, ExecuJet completed the FAA’s foreign repair station approval process for the Dubai base. This includes the ability to conduct heavy base maintenance on N-registered
ExecuJet Middle East, based in Dubai, is celebrating its 16th anniversary. Maintenance is the primary focus, but aircraft management services recently added three new aircraft and has five jets available for charter.
aircraft, as well as non-destructive inspections and the right to perform work away from its Dubai location. “We’ve grown tremendously,” commented Berry. “The ExecuJet entity in the Middle East began in 1999 with just a couple of managed aircraft, but it now employs over 345 people and runs state-of-the-art MRO and FBO facilities at Dubai International Airport and Dubai South. We’ve also expanded our FBO network into Riyadh [Saudi Arabia] and Istanbul [Turkey], making a total of four in the region.” The planned new FBO in Jeddah will be established with its existing Saudi partner NAS. In December, their joint operation in the capital Riyadh will relocate to the royal terminal of King Khalid International Airport from its current location in the general aviation terminal.
According to Berry, traffic levels in Saudi Arabia have improved in recent months, inspiring the company’s expansion plans. Across the wider Middle East region, ExecuJet has seen relatively flat flight activity levels. “Overall, activity is about the same as it was last year, but the downside is that this level is about 10 percent lower than what it was two years ago,” said Berry. “Overall, the market is still down. Unrest in parts of the region is a factor, and so is the low oil price.” In India, ExecuJet and an as-yet undisclosed partner have secured a license to open a new business aircraft MRO facility at Delhi International Airport, combined with an FBO. Operations should begin in January 2016, starting with simple line maintenance services. It expects to support significant numbers of Bombardier and Hawker aircraft based in India. o
www.ainonline.com • November 8, 2015 • Dubai Airshow News 45
Middle East carriers eying shorter-range trips sees traffic increasing annually at a slightly lower 4.6 percent, according to advance statistics released at the Paris Airshow in June 2015. (Note that by early October, Airbus had not yet published its new 2015 GMF document: accordingly, other Airbus comments here come from last year’s market analysis.) In 2014, Airbus foresaw 20-year demand in the region for 2,148 aircraft, of which more than 800 would be single-aisle (or narrowbody) designs: “Middle East carriers are developing more ‘connectivity’ to local destinations and intra-regional routes. “A dedicated single-aisle fleet has multiplied [in size] by three in the last 10 years. The largest carriers are focused on strong positions in long-haul markets, [but] shortand medium-haul possibilities are numerous,” said the OEM. Regional Aircraft
Brazilian manufacturer Em braer, which offers small jetliners with 70-130 seats, projects global 20-year requirements for 6,350 such machines; including 2,250 aircraft with 70-90 seats and 4,100 in the 90/130-seat sector. It shares Boeing’s perception of 4.9 percent per year continuing global traffic growth and foresees regional needs for 220 aircraft offering 70-130 seats. Embraer recognizes Middle Eastern carriers’ successful strategy of using geographic location to establish global networks, but– like Airbus–sees requirements for greater numbers of less-capacious machines. “Although carriers are focused mainly on long-haul flights, there are good opportunities for intra-regional aviation, [for which] a flourishing tourism industry and business environment fostered by governments are the main drivers.” The number of intra-regional Middle Eastern “city pairs” (up
Emirates has announced daily Boeing 777-200LR operations from Dubai to Panama City, starting next February. The new service will become the world’s longest non-stop flight at 17 hours, 35 minutes westbound. The late Maurice Flanagan, who set up Emirates with Tim Clark 30 years ago, claimed that long-range Boeing 777-200LRs enabled the United Arab Emirates’ international airline to fly non-stop to anywhere except the south Pacific’s Galapagos Islands.
to 2,000 nm apart and suitable for its products) more than doubled during the 2004-2014 period, according to Embraer. Claiming that around two-thirds of intra-regional flights operated by aircraft with 130-180 seats last year carried fewer than 130 passengers, the company argues that its smaller machines could help airlines “to open new markets and add frequencies in existing markets.” Meanwhile Boeing says that innovative Middle Eastern lowcost carriers, having reduced short-haul fares, established cross-border subsidiaries and developed mobile booking portals, are evolving to offer business-class seating and to expand into under-served areas such as the Commonwealth of Independent States. Canadian manufacturer Bombardier, which produces turboprops and regional-jets with 60-150 seats, forecasts 12,700 worldwide aircraft deliveries valued at $650 billion during 201534. Within this total demand, the company predicts Middle Eastern demand for 300 aircraft with 100-150 seats and 150 machines able to accommodate 60-100 passengers. As an indication of momentum in Middle Eastern development, Boeing cites the region alongside the Far East as an emerging market. “In 1994, airlines in Europe or North America carried more than 73 percent of all traffic. By 2034, that share will shrink to 38 percent, with Asia/Pacific and Middle East airlines becoming prominent in global aviation,” predicts Boeing.
MIDDLE EAST AIRLINE TRAFFIC FLOW* (by Region) 2007-14 by Year, and 2014-34 Forecast Growth Rate 2007
2008
2009
2010
2011
2012
2013
2014
2034
2014-2034
Africa-Middle East
23.1
24.9
32.9
36.4
39.4
48.6
50.8
53.7
221.6
7.3%
Europe-Middle East
106.6
115.2
131.2
143.8
153.3
178.0
196.8
210.9
605.1
5.4%
Middle East-Middle East
60.3
63.4
68.6
77.9
82.4
76.5
86.3
91.7
243.6
5.0%
Middle East-North America
23.4
29.5
41.6
45.7
50.3
57.1
63.2
73.7
242.0
6.1%
Middle East-South Asia
46.5
49.5
64.8
75.1
83.0
87.3
95.1
100.5
464.6
8.0%
Middle East-Southeast Asia
41.1
45.4
46.7
56.3
61.3
66.4
79.0
89.4
266.7
5.6%
*Revenue passenger-kilometers x billion.
Source: Boeing Current Market Outlook 2015-34
46 Dubai Airshow News • November 8, 2015 • www.ainonline.comw
Likewise, Airbus highlights recent growth: “The share of [global] passenger aircraft operated by [Middle Eastern] carriers has doubled in ten years. To foster continued economic development, the region is establishing an impressive fleet.” As Dubai’s Emirates Airline discovered–and, more recently, Qatar Airways and Etihad in Abu Dhabi also found–the secret to establishing long-haul
route networks lies in accidental geography. Boeing says that a base in the Gulf “at the crossroads between Asia, Africa, and Europe” allows airlines to link many parts of the world with a single flight connection, which helps “drive higher-than-average growth on those routes.” This geographic advantage has permitted such Middle Eastern operators to capture significant long-haul market share
FOTOLIA
Having established their prominent position in global travel markets by focusing on long-haul routes, Middle East carriers are now looking increasingly at local opportunities, on the assumption that short- and medium-haul markets will play a big role in future regional growth, according to Airbus. Meanwhile, the operators will continue to link the world’s growing urban population centers with twinaisle (or widebody) jetliners. Competing manufacturer Boeing points out that there is no particular over-riding business model in various airline partnerships that feed Middle Eastern hubs, saying “[Among] organic growth with selective code-sharing, equity stakes in [different] out-of-region carriers, and traditional alliance membership, no single strategy has emerged as dominant.” Boeing observed, in its latest Current Market Outlook (CMO) 20-year worldwide forecast, published in June, that each strategy provides opportunities for carriers to co-ordinate schedules across national borders, “further enhancing the appeal of services connecting the Middle East.” Boeing now perceives global demand for 38,050 new airplanes during 2015-34, an increase of 3.5 percent from last year’s forecast. The CMO estimates these machines will have a catalogue-price of some $5,600 billion. Global passenger traffic (revenue passenger-kilometres/ miles) will grow at about 4.9 percent per year. Within the total, Boeing foresees Middle East demand for 3,180 aircraft (see table below). For its part, Airbus puts 20-year requirements at 32,600 jetliners (with more than 100 seats) nominally valued at $4,900 billion. The European company’s Global Market Forecast (GMF)
ALEX STEFFLER
by Ian Goold
Diversifying Away From Oil Dependence Aircraft demand in the Middle East highlights the region’s challenges, including continued development of local and regional markets while reinforcing its global position, according to Airbus. “The medium-term economic outlook remains supported by substantial petroleum resources, growing tourism potential, and [its] strategically important geopolitical location,” says the European company’s forecast. As the region fosters non-oil-related development and activity, the manufacturer cites UAE General Civil Aviation Authority statistics illustrating the industry’s increasing importance: “The aviation industry contributes [around] 12 percent of [local] GDP and targets a 15-percent contribution by 2016. Over the longer term, Middle Eastern GDP growth is forecast to average about 3.8 percent per year.” Given the region’s dependence on income from oil and gas exploitation, Middle Eastern countries have been working for years to diversify their economies, says Embraer. Moves include “spending high levels of public capital and accelerating private-sector credit, supporting non-oil economic activities that now represent 60 percent of [regional] economic output, compared to 20 percent in the 1980s.” Such efforts are reflected in the long-term view of GDP growth, which is estimated to be 3.8 percent annually over the next 20 years, according to the Brazilian manufacturer. “This is mainly influenced by medium-term economic growth due to the region’s geo-political position and tourism potential.” The success of the region’s major long-haul carriers “does not mean that there are no significant challenges to be met, particularly with respect to air-traffic management, regulation, and overcapacity on long-haul sectors,” warns Embraer. –I.G.
COURTESY OF DWC
Middle East Infrastructure Middle Eastern governments’ recognition that air transport is integral to economic development and diversification has led to investment in airport facilities, says Boeing. “Although much activity focuses on the region’s main hubs, smaller airports are significantly upgrading, from building new terminals to expanding into international airports.” The manufacturer notes several “significant” projects scheduled or under way in Manama (Bahrain), Cairo (Egypt), Tehran (Iran), Kuwait City (Kuwait), Muscat and Salalah (Oman), Doha (Qatar), Riyadh and Jed dah (Saudi Arabia), and Abu Dhabi, Dubai, and Sharjah (United Arab Emirates). Nevertheless, operational challenges remain in the Middle East, according to Boeing. “Large sections of airspace remain under military control, reducing [that] available for commercial traffic. The region’s air-traffic control (ATC) systems are not centralized, leaving a patchwork of rules, agencies, and processes.” The manufacturer says that regional authorities are “working to address these needs,” and that recent discussions of ATC coordination [among] the countries of the Gulf Cooperation Council and their neighbors “show signs of progress.” –I.G.
from European network carriers on routes to Australia, India, and Southeast Asia, according to Boeing. “[They] are well positioned to compete for [connecting] traffic. About 80 percent of the world’s population lives within eight hours’ flight of the Gulf, allowing [local] carriers to aggregate traffic and offer onestop service between many city pairs that would not otherwise enjoy such direct itineraries.” Airbus agrees: “[Some] 99.9 percent of the global urban population is within a range of 15,000 km (about 9,375 miles) [of Abu Dhabi, making it] the most ‘central’ city in the world. Seven of the [top ten such cities] are [in] the Middle East. Medium- and long-haul routes between the [region] and Asia/ Pacific or Europe constitute the core growth markets for traffic.” In the past decade, Middle Eastern airline capacity (available seat-kilometres/miles) has almost quadrupled thanks to increases from Emirates, Qatar [Airways] and Etihad, which accounted for 70 percent of [capacity] flown by Middle Eastern airlines in 2014, says Embraer. This “solid” trend has
led the manufacturer to forecast that the region will see traffic increase at 6.8 percent annually for the next 20 years, comfortably ahead of the manufacturer’s predicted 3.8 percent/year regional GDP growth. Airbus puts GDP growth in emerging economies at 5.8 percent per year, with rates in regions such as the Middle East exceeding global averages. “[Here, capacity has] multiplied three and a half times between 2003 and 2013. The number of tourists has doubled, with Saudia Arabia, United Arab Emirates, Jordan and Iran welcoming higher numbers.” In addition, airline traffic between the Middle East and Middle East Fleet Growth: 2015-34 New airplane deliveries by size Regional jets Single aisle
30 1,410
Small widebody
560
Medium widebody
880
Large widebody
46.5
Total deliveries
3,180
*Source: Boeing Current Market Outlook 2015-34
Africa is “about to take off,” believes Airbus. “Much growth should be expected for inter- and intra-regional [flows], with the development of low-cost carriers helping to further stimulate demand.” Embraer puts Middle East alongside China as the “fastest-growing markets with an average annual [traffic] growth rate of around 7.0 percent.” To leverage the region’s geographic advantages and prominence in business travel, carriers are continuing to favor twinaisle models and premium passenger services, says Boeing. In the coming 20 years, “the Middle East will take delivery of the greatest number of large widebody airplanes and the second-greatest number of medium-widebody airplanes because of the number of people transiting through the region.” Airbus confirms the region’s preference for larger equipment. “While four percent of the global population live in the region, 14 percent of all widebody aircraft are operated from [the Middle East]. This is the only region where the widebody fleet is larger than [the] single-aisle [one].” o
www.ainonline.com • November 8, 2015 • Dubai Airshow News 47
USAF office opens the bidding on Saudi F-15 support contract by Bill Carey activities,” Prouty said. “They’ve now asked that we compete these activities. I think they’re looking ultimately to save a little bit of money.” Responding to a July notice by the Air Force Material Command, about 50 companies attended an industry day the service held in early August at the Museum of Aviation at Robins Air Force Base, Georgia. The service outlined the requirements for Saudi F-15 sustainment and how it planned to contract for them, and heard back from industry on how it could improve the process. The work includes printing technical orders, stocking depots and work benches,
repairing aircraft and support equipment and providing personnel to support supply activities in Saudi Arabia. The Air Force had initially considered dividing the sustainment work into five separate acquisitions. As a result of the industry day, however, it has decided to consolidate the activities into two contracts focused on repair and supply. “One of the biggest things that came from the industry day, and it’s actually something that they brought up, is that a lot of the requirements behind our individual contracts were very similar because they were all sustainmenttype activities,” Prouty explained.
Maintenance support on Saudi F-15s is going up for bids.
MARK WAGNER
The U.S. Air Force program office responsible for F-15 foreign military sales expects to award contracts late next year valued at $2.5 billion for maintenance support of the Royal Saudi Air Force (RSAF) F-15 fleet. The service has invited both U.S. and foreignowned companies to bid on the “sustainment” work, which has until now been performed by a Saudi-owned firm. The RSAF in the coming years will operate about 230 of the twin-engine fighters, according to the Air Force, a number that includes around 70 F-15C/D air superiority fighters from the 1980s and 70 multirole S models produced in the mid-1990s. In December 2011, Saudi Arabia and the U.S. concluded a record $29 billion arms package that, among other weapons, called for Boeing to supply 84 new F-15SA (Saudi Advanced) fighters to the kingdom. The S models will be upgraded to the SA configuration. A Saudi firm, Riyadh-based Al-Raha Group for Technical Services (RGTS), has provided maintenance support for the RSAF’s existing F-15 fleet. Changing that practice, the Saudi government has asked the U.S. to make the work available to other companies, said Brittany Prouty, Air Force lead program manager for F-15 foreign military sales. All three variants, including the F-15SAs now being delivered, are included in the support contract. “Saudi Arabia initially requested that we go to RGTS for all of our sustainment-type
WHO TRAINS MORE AVIATION PERSONNEL IN MORE PLACES THAN ANYONE ELSE? Your worldwide training partner of choice. 48 Dubai Airshow News • November 8, 2015 • www.ainonline.com
“Something that we took from industry and talked through with our acquisition gurus here at Robins was integrating some of these requirements for ease of contracting and cost savings where it made sense to do,” she added. Contracts in 2016
On October 2, the Air Force released presolicitation notices for Saudi F-15 repair services and F-15 supply services. According to Prouty, the service expects to award contracts between August and December 2016. “We’re still working toward something similar to that, [a period] that’s a little more aggressive than we typically work toward,” she said. “We’re trying to do things as quickly as we possibly can.” As outlined to industry, the contracts will likely have terms of between five and seven years. At the Air Force Association Air & Space conference held
in September outside of Washington, D.C., Boeing indicated that it would be interested in that business. Asked if either Boeing or Alsalam Aircraft Co., the Saudi maintenance, repair and overhaul business that Boeing partly owns, will bid for the F-15 sustainment work, a program executive answered in the affirmative. “Anywhere there are F-15s in the world to be maintained and supported, including in Saudi Arabia, Boeing is always involved in bidding for that work if it’s a competition, or supporting those jets when they first get fielded,” said Mike Gibbons, Boeing vice president of F-15 programs. “Currently in Saudi, that is the game plan. Once those [F-15SA] jets first get out there, we will be providing support in the near-term years. After that, it’s still in a formative stage.” Rotorcraft Support
In a separate development, Boeing announced in August that it had signed an agreement with Saudi Aerospace Engineering Industries and Alsalam to create the Saudi Rotorcraft Support Center, with locations in Riyadh and Jeddah. The joint venture will support commercial and military rotorcraft in Saudi Arabia, including Boeing AH-64 Apache attack helicopters, CH-47 Chinook transports and AH-6i light attack and reconnaissance helicopters. “The Saudi Rotorcraft Support Center builds upon our decades-long partnership with the Kingdom of Saudi Arabia,” said Leanne Caret, Boeing president of Global Services and Support. “When it’s fully operational, the Saudi military will have a national asset that affordably enhances the readiness of their rotorcraft personnel and fleet.” o
GE to build CMC materials plants by Gregory Polek GE Aviation is set to expand its use of ceramic matrix composite (CMC) technology to make components following the October 28 announcement that it is to build two adjacent factories in Huntsville, Alabama. They will mass-produce silicon carbide (SiC) materials. The aircraft engine maker said construction will cost more than $200 million. Expected to enter operation in mid-2018, the factories will employ as many as 300 people, according to GE. Plans call for one plant to produce SiC ceramic fiber. Currently, NGS Advanced Fibers in Japan–a joint company of Nippon Carbon, GE, and Safran of France–operates the only large-scale SiC ceramic fiber factory in the world. The adjacent GE factory in Alabama will use the SiC ceramic fiber to produce the unidirectional CMC tape necessary to fabricate CMC components. GE Aviation plans to use the ceramic tape at its new CMC manufacturing site in Asheville, N.C., which opened just last year. The Asheville facility fabricates CMC shrouds for the Leap engine’s high-pressure turbine section. GE expects to start building the two plants in mid-2016 and fully complete construction by the first half of 2018. GE has already begun hiring the technical team that will transfer to the Huntsville operation and it expects to begin hiring the hourly workforce in late 2016. GE considers the use of CMCs in the hot section of GE jet engines a “breakthrough” for the jet propulsion industry. CMCs comprise SiC ceramic fibers in a SiC matrix, enhanced by proprietary coatings. Carrying one-third the density of metal alloys, CMCs reduce engine weight and their high-temperature properties enhance engine performance, durability and fuel economy. Far more heat resistant than metal alloys, CMCs require less cooling air in the engine’s hot section. By using this air instead in the engine flow path, an engine runs more efficiently. Scientists at GE’s Global Research Centers and GE’s industrial businesses have worked to develop CMCs for commercial applications for more than 20 years. The new Leap turbofan, developed by the GE-Snecma joint venture
CFM International, is the first commercial jet engine to use CMCs in the high-pressure turbine. Schedules call for it to enter airline service next year powering the Airbus A320neo,
and in 2017 powering the Boeing 737 MAX. Supported by $21.9 million in funding from the U.S. Air Force Research Lab Title III Office, this ceramic fiber plant
will license fiber-producing technology from Japan’s NGS Advanced Fibers, in which GE holds a 25 percent stake. The GE fiber plant in Huntsville will complement the growing capacity at NGS. The Huntsville plant will sell fiber to the U.S. Department of Defense, GE businesses, fellow NGS stakeholder Herakles Safran of France
and other outside customers subject to U.S. regulations. It will be the first U.S.-based factory to produce SiC ceramic fiber on a large industrial scale. The two other NGS partners–50-percent owner Nippon Carbon of Japan and Herakles Safran–will ultimately get a chance to become equity partners in the Huntsville plant, said GE. o
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www.ainonline.com • November 8, 2015 • Dubai Airshow News 49
Nexus keeps growing, expanding global reach by Charles Alcock Next month [December], flight support group Nexus is set to start fulfilling a major new contract to provide flight support for a large undisclosed Saudi Arabian operator at 15 airports around the country. The Jeddah-based group will dedicate around 200 staff to supporting the government-backed client’s flight operations. The arrangement adds to the fleet of some 170 aircraft for
Nexus president and CEO Abdullah Al-Sayed said the company has been expanding its role in managing aircraft and also its capabilities in aircraft ground handling.
which Nexus already provides flight support services. On top of this, the company fully manages around 23 more aircraft for owners based in Saudi Arabia, India, Bahrain and Egypt, including provision of crews and supervising maintenance. Among the aircraft Nexus supports are several owned by the Saudi defense ministry and air force that are used for a variety of VIP transport, freight and logistics roles. The IS-BAOcertified company is approved as a continuing airworthiness management organization by authorities in the Isle of Man, the Cayman Islands and Bermuda. According to Nexus president and CEO Abdullah Al-Sayed, the company is now giving serious thought to how it might get more directly involved in providing ground handling in India and Africa. It already has a joint venture in India with the Sovika group and a subsidiary in Rwanda in alliance with local company Crystal Venture Limited. The Rwandan operation, based in the capital Kigali, recently got government approval to serve as a training organization
Nexus’s flight operations center in Jeddah, Saudi Arabia, provides operators with a wide range of support services, spanning aircraft management, scheduling and dispatching. An undisclosed Saudi operator is one of its latest customers.
for skills such as ground handling and flight dispatch. Meanwhile, Nexus also recently signed contracts to establish a new flight support joint venture in Shanghai, China. It has identified an executive from its own ranks to serve as chief operating officer for this operation, which it wants to have up and running by year-end. The joint venture is with Chinese company Zhongji Culture Industry Group Limited. Earlier this year in Europe, Nexus opened a new flight operations support center in the Austrian capital. This facility has taken over the operational aspects of its existing joint venture with Monaco-based logistics group FlyTrans.
Over the past 12 months or so, Nexus has seen an increase in the volume of flights it is supporting. Much of this is due to an increase in contracts to support government flights. It also has a new aircraft management customer in India and has decided to open a new office in Dubai to support private operators. Further afield, Al-Sayed told AIN that Nexus is making plans to set up an office at Manila in the Philippines, which it believes would make a good operational hub for Asia. It also has ambitions to establish a presence in Latin America, and Mexico seems to be its favored starting point. Last year, Nexus expanded the scope of its business with the acquisition of aviation risk
A. DOUMENJOU
Second Airbus A320neo powered by CFM Leap-1As has been flying for about one month.
CFM is busy with Leap testing by Thierry Dubois CFM International is busy testing its Leap family turbofans for the Airbus A320neo and Boeing 737 MAX single-aisle jets (respectively the Leap-1A and Leap-1B) and has delivered the first two Leap-1C propulsions systems, including nacelles, to Comac for the C919. The
Leap-1C shares the same turbomachinery as the Leap-1A. The test engines for the three versions had accumulated a combined 5,800 hours on the ground, representing 11,000 simulated flight cycles as of October 5. On GE’s two Boeing 747 flying testbeds, they have logged 750 flight
hours. “They have performed perfectly,” CFM executive v-p François Bastin told AIN. Since May 19, when Leap-1As powered an A320neo for the first time, they have chalked up 270 hours in 90 flights, and a second CFM-equipped A320neo has also started flying.
50 Dubai Airshow News • November 8, 2015 • www.ainonline.com
Two important trial campaigns took place last summer. In the UAE, hot-weather testing confirmed that “the Leap will be an excellent engine to operate in the Middle-East region,” Bastin went on. It features a debris rejection system that involves special fan and spinner profiles. Meanwhile variable bleed vanes located just downstream of the low-pressure compressor scoop sand particles out when the engine runs at intermediate speed–typically during
management and safety audit provider Wyvern Consulting from Avinode. The U.S.-based company’s Wyvern Wingman and Wyvern Registered audits are now being promoted by Nexus, which also has partnerships with training provider FlightSafety International, security specialist FAM International and consultants MAZ Aviation Group. Last year, the Nexus flight operations center moved into a new high technology headquarters in Jeddah and introduced a new flight dispatch system. The flight operations center includes four core teams: the service excellence team, which is the main interface with clients, scheduling and planning, flight support and dispatch. o taxiing. The system thereby prevents the particles from entering the high-pressure compressor. The second important campaign last summer was altitude testing in Bolivia. Both were so successful that, for each of them, the campaign was completed one day earlier than planned, Bastin said. He added that, since the beginning of the evaluation phase, the engines have confirmed predictions in fuel burn, noise and pollutant emissions. The certification program is progressing without any unexpected issues, he confirmed. Reliability is said to have met objectives–which were set much higher than in-service engine reliability. “Since the beginning of its development, this engine has had an exceptional track record,” Bastin claimed. CFM (Stand 1160) has received more than 9,500 engine orders for the Leap, accounting for six or seven years of production. The entry into service of the Leap-1A is scheduled for 2016 and certification of the Leap-1C is expected next year. Comac is due to roll out the first C919 by year-end. o
Bizjet leasing group expands horizons by Charles Alcock Business jet financing group Global Jet Capital last month agreed to purchase the aircraft lease and loan portfolio of GE Capital Corporate Aircraft in the Americas, representing approximately $2.5 billion of net assets. The deal, for which terms were not disclosed, is expected to close by early 2016. As part of this transaction, the GE Capital Corporate Aircraft team will join the Global Jet Capital organization. “We are investing heavily in expanding the business both organically and through strategic acquisitions, such as this one with GE,” said Global Jet Capital executive director Shawn Vick. “This is a remarkable portfolio of corporate aviation assets, and this investment underlines our confidence in the long-term growth prospects of the largecabin, long-range private jet market. The price point of these aircraft range between $25 and $75 million, on average, and corporate users and high-net-worth individuals will seek competitive financing solutions rather than allocate their own cash resources, which are better invested in their own businesses.”
recent years have been challenging times for the values of preowned aircraft, Vick believes that the low-point in the market has passed for aircraft in these categories. One factor is the apparent
recovery in flying activity. Since GJC’s launch it has put in place lease agreements for several Gulfstream G650 jets. It is now evaluating potential deals involving various
Embraer, Bombardier, Dassault Falcon and Airbus aircraft with clients across different regions of the world. “By leasing the aircraft they want, clients can put the money [they would have allocated to buy them outright] back into their businesses,” explained Vick. Vick, has held senior positions with various companies
including Hawker Beechcraft, Gulfstream, Bombardier, the GJC management team also includes executive director Bill Boisture, formerly with Hawker Beechcraft, Gulfstream and NetJets; and David Rowe, founder and managing partner at AE Industrial Partners and formerly with Gulfstream Financial Services and GE Capital. o
Impressive Pedigree
Global Jet Capital (Stand 1360), which was launched last year, is capitalized by three global investment firms–GSO Capital Partners, a Blackstone company in partnership with Franklin Square Capital Partners; The Carlyle Group; and AE Industrial Partners. The company’s current management team and executive committee includes leaders from business jet manufacturers, maintenance and service providers and leading financial institutions who have served the private aircraft industry for a combined 200-plus years and have completed more than 3,500 aircraft transactions. The U.S.-based company offers a range of operating and interim leases, finance leases and mortgage loans, progress payments and mezzanine financing (a mix of debt and equity financing) for both new and previously owned business jets. Its target market is aircraft valued at $30 million and higher, including pre-owned aircraft around threeto-five years old. According to Vick, GJC’s main focus is transactions involving midsize, super-midsize, largecabin and long-range jets. While www.ainonline.com • November 8, 2015 • Dubai Airshow News 51
GULF–U.S. ROUTES PROLIFERATE
Opponents state their cases in Open Skies standoff The so-called big three U.S. airlines and their supporters in Congress continue to push the Obama Administration to renegotiate Open Skies pacts with Qatar and the UAE. At issue remains their assertion that Qatar Airways, Etihad Airways and Emirates Airline all benefit unfairly from government subsidies. However, not all the U.S. airlines have joined the campaign against the Arabian Gulf carriers, as the likes of FedEx fear that other countries might retaliate by limiting their overseas operations. Meanwhile, the Gulf airlines not only deny the accusation, they charge that the U.S. airlines have benefitted from several anti-competitive policies of the U.S. government, including generous “stabilization grants,” public assumption of pension obligations, loan guarantees and bankruptcy relief from debt and other obligations following the terrorist attacks of September 11, 2001. In an effort to offer a balanced view of the dispute, AIN solicited Op-Ed columns from the group that represents American, Delta and United Airlines–the “Partnership for Open & Fair Skies”–and the three big Gulf airlines. Of those, the U.S. group and Dubai Air Show exhibitor Qatar Airways agreed to participate.
Seattle Chicago San Francisco Los Angeles
NYC Philadelphia
Boston
Washington, D.C. Dallas Houston
Orlando Miami
Dallas Houston
Atlanta Atlanta
Emirates U.S. Destinations from Dubai (105 round trips weekly) Etihad U.S. Destinations from Abu Dhabi (45 round trips weekly) Qatar Airways U.S. Destinations from Doha (47 round trips weekly)
Washington, Washington,D.C. D.C. United Airlines (7 round trips per week) Delta Air Lines (4 round trips per week)
Dubai
Below they present their respective cases.
From the Partnership for Open & Fair Skies Since 1992, the United States has signed 117 Open Skies agreements with countries around the world. These agreements are the trade accords for the aviation sector and, like all trade agreements, seek to promote economic growth and benefits for airlines, workers and consumers by allowing each country’s airlines free and open access to the other country’s market. However, evidence recently uncovered as part of an ongoing, worldwide investigation shows that two countries with Open Skies agreements with the U.S., Qatar and the United Arab Emirates (the UAE), have been providing massive subsidies and other extraordinary benefits to their airlines–Qatar Airways, Etihad Airways and Emirates.¹ The subsidies and other unfair trade practices are inconsistent with the Open Skies agreements that Qatar and the UAE signed with the United States and run contrary to U.S. Open Skies policy. And, these unlimited infusions of government cash have enabled the Gulf carriers to expand far beyond what market forces can justify, magnifying the adverse effects, both on market share and traffic, for U.S. carriers. If unchecked, this government support threatens hundreds of thousands of U.S. aviation jobs and service to communities throughout
the United States, distorting the entire aviation marketplace. American Airlines, Delta Air Lines and United Airlines–along with hundreds of thousands of their employees–have asked the U.S. government to engage in consultations with the governments of Qatar and the UAE to address these unfair subsidies. Every Open Skies agreement includes a consultation provision that gives each party the unilateral right to request consultations in order to address any problems or concerns that arise under the agreement. U.S. airlines strongly support Open Skies policy, which has brought great benefits to U.S.
travelers, U.S. airlines and the U.S. economy. By asking the U.S. government to request consultations, the Partnership for Open & Fair Skies is seeking to ensure that Open Skies agreements are enforced and reflect the basic principles of fair play and open competition. Over the past decade, the governments of Qatar and the United Arab Emirates have formulated economic development strategies that depend in large part on a massive expansion in the flow of international air passenger traffic through their hub cities. State-owned airlines are the key instruments of these strategies, so their governments have
Delta 777-200LR
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fueled their operations and rapid growth with more than $42 billion in subsidies and other unfair government-conferred advantages in the last decade alone. The subsidies include interest-free loans, grants, equity infusions, loan guarantees, shareholder advances, and subsidized airport infrastructure. The primary source of the evidence of the subsidies is the Gulf carriers’ own financial statements, which Etihad and Qatar in particular refuse to release to the public. Investigators hired by the U.S. airlines were able to obtain copies of the statements from regulators in certain third countries where the airlines have local operations (e.g., Singapore,
Australia), and have provided a vast quantity of evidence to the U.S. government. According to their own auditors, without the subsidies, Etihad and Qatar would not be commercially viable, and likely would not exist. But much of the information that is needed to fully evaluate the subsidies and illustrate the breadth of government cash propping the Gulf airlines up remains hidden. In addition to monetary subsidies, the Gulf carriers also benefit from other aspects of their governments’ industrial policies, such as bans on unions (which is categorized as an “unreasonable” trade practice under Section 301 of the Trade Act of 1974), no independent regulators (the head of Dubai’s aviation regulator is also the head of Emirates), exemption from their countries’ competition laws, and freedom from taxation. Because of the small size of their local populations, the Gulf carriers focus primarily on diverting traffic from other countries and other countries’ airlines onto their own networks. For example, currently, the primary source of Gulf carrier traffic to the United States is passengers from the Indian Subcontinent that would otherwise travel on third country airlines, including U.S. airlines. Because of subsidized Gulf competition, American and Delta no longer serve India nonstop, and United has nonstop service to only two Indian cities, from a single U.S. hub.
Continued on page 54 u
From Qatar Airways Group Chief Executive, His Excellency Akbar Al Baker Having gained a name in the marketplace by offering worldclass service with new, state-ofthe-art aircraft, Qatar Airways celebrates the advances in aviation service and technology that this air show represents. We are excited about the 25th Boeing 787 being delivered to our fleet, an aircraft that offers unparalleled customer comfort, and strong environmental performance. We are equally excited about the latest addition to our Qatar Executive fleet, the Gulfstream G650ER, an aircraft that allows us to fly further and faster. Our investment in the latest technology is matched by
our attention to passenger service. We are proud of the fact that Qatar Airways is one of only seven airlines worldwide currently ranked Five Star for service excellence by Skytrax, the independent global aviation industry monitoring agency. Being a young carrier, we have built our reputation on our superior service and in-flight product. Consumers have responded well to our service, and we have expanded to meet growing demand. While this progress should be applauded, we are disheartened by efforts to block new service options, such as the demand by the largest U.S. carriers that the U.S. government roll back Open Skies agreements with Qatar and the UAE. Despite the fact that these agreements were created by the U.S. government specifically to ensure that the largest U.S. carriers could be free to grow without constraint or challenge. Many of the market developments under challenge are not the result of “unfair” competition (whatever that is), but are instead the foreseeable byproduct of important advances in aircraft technology and significant global demographic changes. Major changes in aircraft technology have opened new markets, and have altered historic traffic flows. With ultra-long range B777 and B787 aircraft, Qatar Airways can serve virtually any point in the United States from its hub at Doha, and offer convenient onestop services from points in the United States to secondary points in the Gulf Region, the Indian Subcontinent and Southeast Asia that U.S. carriers do not serve at all, or are only indirectly served by their European partners via longer and much less efficient connections and routings. Qatar Airways serves a region that is home to sixty percent of the world’s population, and which
Akbar Al Baker, Qatar Airways CEO
Emirates A380
Etihad Airways 777-300ER
has a rapidly growing middle class. The region has limited road and rail infrastructure, and is almost entirely reliant upon air transport. Qatar Airways offers convenient one-stop services to the United States from far-flung cities such as Amritsar, Ahmedabad, Dhaka, Lahore and Kathmandu. For example, a passenger traveling from Washington to Amritsar on a combination of US/European carriers would have a two- (or even three-) stop journey that can take
as long as 29 hours. With its new, long-range aircraft, Qatar Airways offers an efficient one-stop routing over Doha that takes just 19 hours–a huge time saving over more traditional service options. By seamlessly connecting its U.S. services to its network beyond Doha, Qatar Airways has brought families and business closer together. While technological innovations may give rise to changes in the competitive environment, we believe it is better to embrace
these changes than to resist them. By investing in new technologies, and maintaining our focus on delivering a best-in-class experience, Qatar Airways has been able to offer affordable and highquality alternatives to more traditional airline services, and has raised the bar for competition. We hope that government policy will reward progress and innovation, and enable all of us to capitalize fully on the technology showcased here. o
Qatar Airways 777-300ER
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uContinued from page 52
The Gulf carriers have thus been able to introduce massive quantities of subsidized capacity onto international routes, including routes to the United States. While the Gulf carriers claim that they are creating new demand, the data shows the opposite: the routes they operate to the United States are not meaningfully increasing passenger traffic; they are simply diverting passengers from U.S. and other airlines onto the Gulf carriers. And their expansion is coming at the cost of U.S. aviation jobs: every daily international roundtrip flight that is lost or foregone by a U.S. airline due to subsidized Gulf carrier competition results in a loss of more than 800 U.S. jobs.² And the possibility that U.S. carriers will be forced to pare back operations in response to subsidized competition is threatening service to small and medium U.S. markets.³ Today, the Gulf carriers are racing against the clock to add new service, grab even more market share and divert passengers before the U.S. government acts. In the last six months since this issue was first raised with Administration officials, Gulf carriers have announced that they are adding 25 percent more capacity in the United States with
new flights to Boston, Seattle, Orlando and other cities.4 Faced with this massive, subsidized competition, the U.S. airlines have asked the Obama administration to request consultations under the Open Skies agreements with Qatar and the UAE. The U.S. airlines and their employees fully and wholeheartedly support Open Skies. Our hope is that our governments will work together to find a solution that preserves fair competition in the global passenger aviation marketplace for all parties. o ¹ “Restoring Open Skies: Addressing Subsidized Competition from State-Owned Airlines in Qatar and the UAE.” Partnership for Open and Fair Skies. N.p., 28 Jan. 2015.
United 787
American 777-300ER
² “Restoring Open Skies: Addressing Subsidized Competition from State-Owned Airlines in Qatar and the UAE.” Partnership for Open and Fair Skies. N.p., 28 Jan. 2015. ³ Swelbar, William. “Violations of “Fair and Equal” Open Skies Agreements Threaten Large and Small American Communities and Their Access to the Global Air Transportation Network.” Partnership for Open and Fair Skies. N.p., 23 July 2015. Jones, Walter C. “Georgia Airports May Lose Flights as Subsidized Persian Gulf Carriers Eat into Business, Airlines Officials Say.” The Florida Times-Union. N.p., 05 June 2015. 4
Emirates-to-Australia experience offers no help with Gulf-vs-U.S. spat by Peter Shaw-Smith Students of the falling out between the three major Gulf airlines and their three main U.S. rivals may look to the association between Emirates and Australia for guidance about how such relationships evolve. Some analysts who have studied that history are saying the clash between
Emirates and the Americans was “inevitable.” When Emirates launched Melbourne service in 1996, there appears to have been no sense that the Australians saw it as an invasion of their ‘patch.’ On the contrary, in recent years, Australian officials have spoken surprisingly warmly about the
beneficial effects of their nation’s partnership with Emirates. More than that, Emirates’ arrival at the beginning set off no alarm bells. “In 1996, Emirates had 26 aircraft. Probably, people looked at them and saw no chance of success,” said Mark Lapidus, CEO of aircraft lessor Amedeo, whose first 777 was the
Both Qantas and Emirates have used the Airbus A380 to develop new intercontinental routes.
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24th aircraft to join the Emirates fleet that year. Emirates launched Australian service with four weekly flights to Melbourne, via Singapore. Sydney followed in 2000, Perth in 2002 and Brisbane in 2003, the year in which Sydney-Auckland, Emirates first New Zealand service, also started. MelbourneChristchurch followed in 2004. As of July this year, Emirates was flying 84 flights a week to Australia, with 28 of them passing though to New Zealand. Over time, it has also developed stopovers to Australia in Bangkok, Singapore and Kuala Lumpur. In April 2013, Emirates and Qantas started their “Global Aviation Partnership,” offering “exclusive frequent flyer benefits” and jointly, today, 98 flights per week to Dubai. Qantas and Emirates are the only two airlines operating out of Dubai’s Concourse A, the world’s only A380-compatible terminal, which has the capacity for 15 million passengers a year. Last year, Emirates said seat factors on its Australian flights were 80 percent, and it claims to have invested $85 million in Australian culture and sports. Emirates launched its first
A380 from Dubai to Perth in May, making Western Australia’s leading city the fourth Australian port of call for its double-decker aircraft. Along with partner Qantas, a total of seven daily A380 services now operate from Australia to Dubai with onward connections to Emirates’ global network. “The fact we now offer A380 services into four Australian cities is a testament to the strong global demand for travel into Australia, a premier tourist location and key destination on our global network,” said Barry Brown, Emirates divisional senior vice president, Commercial Operations East. “The addition of the Perth A380, as well as our partnership with Qantas, offers more Australians the opportunity to experience some of our European and American destinations.” Starting March 2016, Emirates will operate its sixth daily A380 to Australia, to Melbourne, via Singapore. Today, Emirates is looking ahead to expansion throughout Australia and wider Australiasia. According to CEO, Sir Tim Clark, speaking to reporters October 5, the two airlines are mapping out
Continued on page 56 u
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Startup airline Vistara has signed Air Works India to provide all of its engineering services rather than field its own department.
Air Works India MRO eyes new business model by Neelam Mathews a current fleet of nine A320s, expects the fleet size to grow to 20 by 2017. The support package will enable Vistara to benefit from the expertise offered by Airbus in airframe maintenance, engineering, reliability and components supply chain management. Vistara has become the first airline with “no engineering department…It is outsourcing A to Z, nose-to-tail maintenance and logistics of spare parts…The A and B checks include transit/ turnaround between flights… Interiors and minor upgrades are included as some seats need to be replaced…,” Vivek Gour, managing director of Air Works, told AIN. The company does not handle
BAE SYSTEMS
With a focus on India and Dubai–the latter thanks to a strategic investment it made in Dubai’s Empire Aviation Group– Air Works India Engineering is looking at a new business model with a focus on line maintenance, an area that was until recently a domain handled by airlines. The move follows Airbus India signing comprehensive maintenance-support deal with startup airline Vistara, the first such agreement in the country. Air Works and Air India Engineering Services will honor the Flight Hour Services Tailored Support Package (FHS-TSP) for Vistara, a joint venture between Singapore Airlines (SIA) and Tata Group. Vistara started operations in October last year, and with
Air Works is close to finalizing a deal to install and test BAE’s IntelliCabin in-flight entertainment system on Vistara’s fleet. For now, live Wi-Fi streaming is not permitted.
Lessons from Emirates-Australia uContinued from page 54
their relationship over the next three-five years. “[Australia is] a growing market,” he said. “We have very high seat factors on our routes. We are looking with our partner, Qantas, to see where the capacity is needed. And that exercise is being conducted by the planning groups of both airlines, as we speak. They will report probably in March of next year.” Asked if there were any secondary routes under consideration in Australia, he said: “Darwin, Cairns, Broome, Alice Springs. Look, there are lots. At the moment, we are concentrating on four hubs, and Adelaide, of course. We’re concentrating our efforts on looking at what Australiasia is going to do to our partnership with Qantas. And where capacity is required. Obviously Sydney, Melbourne, Brisbane and Perth are going to be primary areas.”
He continued, “At the moment, the Australian economy is down. Demand for commodities, and prices, are falling. So things are slightly flatlining in Australia. But the fact of the matter is that growth in our markets continues unabated. As I said, we will look at everything. Last week I had a meeting with [Qantas CEO] Alan Joyce and the Qantas team where we agreed to map the way forward over the next three-five years. That’s all I can say.” U.S./Europe Partnerships?
Could the Qantas partnership ever be used to give Emirates greater access to points in Europe, for example with Qantas flying to Berlin from Dubai? “We’ve always said to Qantas that when we got the 787-9, they would consider flying from points in Australia into Dubai, and reactivate some of the [destinations] they had aero-politically: Frankfurt, Paris, Rome and some of the rest. And that’s all on the table.” Asked if Emirates would consider a partnership like the one
engines, as “the volumes do not justify setting up engine shop.” The contract is valid for 14 years starting October 14. Gour said the trend to outsourcing line maintenance is catching on as “airlines are reaching maturity and [now] approaching us for the Vistara type of contract.” Air Works late last year formed a joint venture in Nepal, Air Works Nepal, to provide maintenance services for international airlines and domestic operators from Tribhuvan International Airport, Kathmandu. It is likely to look at line maintenance in Myanmar once volumes pick up, AIN has learned. “This is a sage step by Vistara given that it was [possibly] part of the aircraft deal with Airbus. This FHS-TSP also helps with smooth cash flow for the airline,” said Vishok Mansingh, director, CAV Aviation Services. The contract is in two parts: Continuity Airworthiness Management, which includes monitoring, compliance and modifications of components that will be handled by Airbus India
(as the country does not have the capability in that arena); and the line and C/D check maintenance under CAR 145, for which Air Works will be responsible. Gour said that no royalties have to be paid in Bangalore on the C-checks that will be done at its facility, but royalties do have to be paid to New Delhi International Airport for overnight checks, eating into costeffectiveness. “However, with economies of scale and no overbearing weight of an engineering department, the airline [Vistara] is bound to benefit,” added Gour. By investing in a new product in the long run, Air Works is “taking a bet,” he said. “Once it starts in full swing and we get two to three airlines for one aircraft type, we will then get economies of scale… In terms of costs, airlines spend more on A and B checks through the life of an aircraft than on C checks.” In addition, while competitors will come, Air Works clearly has the first mover’s advantage. “We don’t want to compete at the C-check level as it is
at the easy end of the market.” However, Gour added, to get the entire engineering support is “a different ball game.” Air Works is also close to finalizing a contract for Vistara’s advanced inflight entertainment system that will need to be installed and tested. Vistara is the launch customer for BAE’s IntelliCabin system, which provides tablet-based IFE, dynamic LED lighting and in-seat power. “We are now able to provide airlines with capability to stream early window content to passengers’ devices,” said Jared Shoemaker, director of cabin systems at BAE Systems. With this approval, “early window” content will be streamed from a server locally installed on the aircraft. Meanwhile, as India does not yet allow live Wi-Fi streaming onboard, Vistara is presently installing a router on board as an interim arrangement that will permit passengers to view pre-recorded programs on their personal tablets. The process will be completed by November, AIN was told. o
with Qantas in the U.S. market, he said: “No. Well, who?” Amedeo CEO Lapidus is an admirer of the Emirates–Qantas partnership. “Qantas has had an amazing turnaround as a result of their joint venture with Emirates. It’s doing extremely well for them,” he said. Qantas officials agree. Stephen Thompson, Qantas Executive Manager International Sales, told AIN in an interview, “Two-and-half-years down the track, we’re extremely pleased with how our partnership with Emirates is going. Not only has it been a part of the turnaround of our international business, it’s also been great news for our customers, and great news for Australian tourism.” Thompson said ending Qantas’ joint venture with British Airways was a tough decision. “It was a partnership that had worked well for a long time, but in the end we both agreed it was time to move on. “Quite quickly after opening our joint network [with Emirates], we knew we had made the right
call, and the bookings we were seeing from our customers even in the first few months showed that they could also see the benefits of the extensive Emirates network and opportunities for one-stop travel to Europe.”
which is why beyond Europe, the Middle East and Africa, we continue to strengthen the partnerships we have with other leading carriers based in key hubs to take our customers where they want to go.” In the last 18 months, Qantas entered into new partnerships with Bangkok Airways, Sri Lankan Airlines and WestJet, and expanded its partnership with LAN across South America. More recently, Thompson said, Qantas received regulatory approval for “much deeper and enhanced relationships” with both China Eastern and American Airlines for travel between Australia and China and the US. While some, like aviation analyst, Richard Aboulafia, may liken Qantas’ deal with Emirates to a “surrender,” the evolution of the Emirates-Australia relationship offers no clues to possible relationships between U.S. legacy carriers and Emirates. But, like so many of the things Emirates touches, the Australian experience seems to have turned to gold. o
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Qantas Lines Up Partners
He said Australian passenger traffic to Europe had quadrupled thanks to Emirates. “In the last financial year, we saw 1.5 million passengers fly on the Qantas code via Emirates flights, four times the number that flew with us under our previous arrangements for travel to Europe. We continue to see great feedback from our customers, with some of the strongest customer service responses coming from Dubai of any port in our network. We know there’s always room for improvement, so we’ll continue to work with Emirates and build on the partnership, making it even more seamless for our customers.” Thompson did not rule out other partnerships for Qantas. “No carrier can fly everywhere,
Bell Helicopter reports two 525 VIP sales Airshow. “It is so quiet you can have a conversation without headsets, which is real progress on the light twin segment,” Moulay commented. For the Bell 505 Jet Ranger X, the manufacturer has received more than 350 orders. “Three prototypes are flying and we are in the final phase of development,” Moulay said. He expects certification to be awarded within six months. The 407 GXP was armed by Northstar Aviation. “The light attack helicopter market is very active, especially in the region,” Moulay noted. Bell 407 sales in the Middle East are also significant for VIP and EMS operations, he went on. Globally, the helicopter market is in a down cycle but Bell is doing relatively well, Moulay said. “In sales, the industry is 30 percent below where it was last year, and recovery won’t happen until 2017,” he predicted, citing low oil prices, geopolitical instabilities, unfavorable currency exchange rates and disappointing GDPs
Northstar Aviation’s 407MRH is based on Bell Helicopter’s multi-role helicopter airframe and is designed for customers needing a low-cost, lightweight solution.
in some countries as the main factors. Nevertheless, this year Bell forecasts it will receive more orders than in 2014, and that deliveries will remain level or increase. Hence, the company predicts its market share will grow. Most notable are its healthy bookings in the U.S. and in the Asia Pacific region (where a recent success was the signature of the Japanese MoD’s UH-X contract), while the Middle East has also been strong. However, China has been “very difficult” and Europe is stagnating, according to Moulay. Sales in Latin America have been “very stable” for Bell, he said. o
DAVID McINTOSH
Bell Helicopter is here on the static line exhibiting a Bell 429 light twin with a VVIP interior, a mockup of the Bell 505 JetRanger X light single, a flight simulator of the Bell 525 super medium twin and a weaponized Bell 407 GXP light single. The U.S. airframer (a subsidiary of Textron, Chalet A43-A44) is also announcing the sale of two Bell 525s with VIP interiors to two unnamed private customers in the Middle East, via distributor BGS Corporation. “The number of orders for VIP 525s is in the two digits,” Patrick Moulay, v-p global sales told AIN. With the simulator, Bell wants to show helicopter pilots how fly-by-wire will change the way they fly, he added. The first prototype of the Bell 525 has been flying since July and a second one is to join the development program by year-end. The Bell 429 on display had its cabin designed by Italybased Mecaer Aviation Group. It is the first time this cabin design has been at the Dubai
DAVID McINTOSH
by Thierry Dubois
Sanad meets $1 billion assets milestone early by Peter Shaw-Smith Sanad, the spares leasing arm of Mubadala Development Corporation, has reached the $1 billion mark in assets, and done so ahead of schedule, CEO Trowy Lambeth told AIN just before this week’s Dubai Airshow. “We crossed $1 billion in assets within the portfolio this year, which was a big milestone for us. It happened within six years of our launch,” Lambeth said. Sanad is making headway with the growth of its engines business. It now has GEnx and GP7200 engines in its spareengine portfolio, in addition to its existing portfolio of CFM56, GE90 and Trent 500 spare engines, he said. The Mubadala partnership is studying various new opportunities. “Sanad’s mandate was expanded to allow us to engage in integrated [checks], including spares support integrated with related MRO services, but also to engage in stand-alone spares support which enables us
to serve our customers across a broader financing scope,” Lambeth said. Regarding new market trends, he said Sanad continues to see a strong appetite for spares financing in the market, as well as a wider presence among OEMs in aftermarket services, particularly from airframe and component OEMs. He said engine OEMs had had a long presence in the aftermarket space in the region. “While those are competitive, we see tremendous partnership opportunities where we can leverage collective strengths to better serve customers,” he said. “We continue to see the market shifting more toward third-party support for both spares and MRO services. That is a trend that we see continuing and expanding–that is clearly seen on entry-into-service aircraft: 787s and 350s are great examples. We believe we remain well positioned to support that trend,” asserted Lambeth. o
Troy Lambeth, Sanad’s CEO, says his company is well-positioned for growth.
HANDS-FREE PARKING A Mototok wireless remote-control aircraft tug is shown being used to reposition the Boeing Maritime Surveillance Aircraft (MSA) demonstrator. The aircraft is a Bombardier Challenger 604 airframe, which formerly was in the U.S. company’s executive fleet. Production Boeing MSAs will be based on the Challenger 605.
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Weapons expert Roketsan shows its wares at Dubai Since last year the UAE Armed Forces have been using the Roketsan Cirit, a 2.75-inch laser-guided rocket. The type has been fielded on the Turkish army’s Bell AH-1W Cobra helicopters, and also on the UAE’s Iomax AT-802i and Archangel border patrol aircraft. Cirit has been used in combat and has also been acquired by Bahrain as part of a modernization package for the Kingdom’s Bell AH-1E Cobras. Unlike other laser-guided rockets, Cirit is a completely new weapon, rather than employing parts from unguided 2.75-inch rockets. Both motor and warhead meet Type V munition insensitivity requirements against bullet strike and liquid fires. Roketsan (Stand 636) is also highlighting a number of other new weapons at Dubai, including the Teber precision-guidance bomb kit that was unveiled earlier this year. Applicable to Mk 81 (250-pound) and Mk 82 (500-pound) warheads, Teber is a kit that adds body strakes and a tail-mounted guidance package comprising a computer, inertial guidance system with GPS/GNSS, battery and aerodynamic control surfaces. Teber also has a semi-active laser guidance seeker in the nose. Three modes of guidance are possible: inertial only, inertial plus GPS, and inertial/GPS and laser. Roketsan claims a CEP (circular error probable) of less than 3 m (10 ft) and a capability against moving targets traveling at speeds of up to 110 km/h (70 mph). Teber is a weapon that is under consideration for the Archangel armed ISR turboprop single, as is the L-UMTAS laser-guided anti-tank missile
developed by Roketsan as the primary armament of the TAI T-129 attack helicopter, and also for the SH-60 Seahawk naval helicopter. Development and qualification of the laser-guided version were completed earlier this year, with first production deliveries to the Turkish armed forces due for early 2016. Work continues on an imaging infrared-guided variant. Other weapons being highlighted at Dubai are the SOM and Hisar. SOM (standoff missile) is a 250-km (155-mile) range low-observable weapon that is now fielded on Turkish F-4E/2020 Phantoms and F-16 Block 40s. Roketsan has teamed with Airbus to study integration with the Eurofighter Typhoon, and together with Lockheed Martin is developing the SOM-J version. This version is reconfigured for internal carriage inside the F-35 Joint Strike Fighter, as well as external carriage by other types. Flight tests of SOM-J are scheduled to begin in early 2017, initially from an F-16 test platform, with production slated for 2018. Roketsan is reporting interest in the Gulf region for the SOM. Hisar is a new air defense system being developed to meet a Turkish requirement for both low- and medium-altitude coverage. Two versions of the missile are being developed, both sharing common guidance and control systems. An imaging infrared seeker is employed, with a datalink for mid-course guidance, and the missiles are highly maneuverable thanks to thrust-vectoring. A dual-pulse rocket motor provides for additional maneuvering energy in the end-game. o
NEWS NOTE Dubai Airshow exhibitor Atlantic Flight Training Academy (AFTA, Ireland Pavilion, Stand 644) has secured its third major international pilot cadet training contract, signing a three-year deal with Turkish Airlines to start training its cadets to first officer commercial pilot level. Calling the deal a major step, AFTA said its signing builds a solid foundation for securing partnership deals with other international airline companies. “We are delighted to have this opportunity to develop a partnership training agreement with Turkish Airlines, and we see it as a major endorsement of the academy’s high training standards and international reputation,” said AFTA founder Mark Casey. AFTA says a large number of its graduates now work for global airlines such as Etihad, Emirates and Qatar Airways, leaving “no doubt” that discussions at this show will contribute to having more AFTA-trained cadets in the region. n
DAVID McINTOSH
by David Donald
Roketsan’s Cirit laser-guided rocket is operational on the UAE’s fleet of Archangel border partrol aircraft. Here at the Dubai Airshow 2015 static display, the company is showing four-round launchers mounted to the airplane’s center wing pylon.
Boeing expects growth in Middle East carriers by Peter Shaw-Smith Boeing is looking at the Middle East in a new way as it broadens its outlook and steers clear of involvement in the spat between U.S. and Middle East airlines. Bernard J. Dunn, president of Boeing Middle East, said that a new framework for BCA’s management of sales in the region had been adopted, introducing Turkey into the Middle East and North Africa region, now to be known as “MENAT.” Meanwhile Randy Tinseth, vice president marketing, Boeing Commercial Airplanes (BCA), speaking at the same briefing here in Dubai last week, refused to comment on the spat between the “Gulf 3” and “U.S. 3,” saying only, “We are advocates for deregulation and liberalization.” Tinseth and Dunn were speaking to reporters at the company’s Dubai regional headquarters ahead of the 2015 Dubai Airshow. Boeing expects Middle East operators to require 3,180 new airplanes worth $730 billion over the next 20 years, with 70 percent of demand coming from fleet expansion, and the rest to replace aging aircraft. The U.S. company forecasts that the region will require 880 new medium-sized widebody aircraft, such as the 777-family, costing $310 billion, as well as and 300 large widebodies such
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as the Airbus A380 worth $130 billion, and 560 small wide-bodies such as the Boeing 787 costing around $150 billion. Twin-aisle aircraft are twice as likely to be found in Middle East fleets, underlining the importance of the segment to the region’s three leading airlines, Emirates, Etihad and Qatar Airways, Boeing said. Boeing’s Current Market Outlook forecast predicts that the world’s airlines will require 38,050 new aircraft, valued at $5.6 trillion, over the next 20 years. While praising governments and others for the investments in regional airport infrastructure, Boeing believes that the growing number of aircraft in the region presents challenges to the existing air traffic control network. “We are starting to see the skies really fill up with a lot of airplanes, and the question is what type of investments will have to be made in order for this growth to continue,” said Tinseth. He said Middle East economies had grown 3.1 percent per year since 2010, with passenger growth robust at 9.9 percent and industry profits steady at $5.7 billion. In the past 15 years, Middle East revenue passenger kilometer (RPK) growth has often
outperformed the global average at double-digit rates, Boeing data shows. Tinseth forecast regional economic growth of 3.8 percent a year over the next 20 years, while regional passenger traffic would grow 6.5 percent. He said that growing industrial development, biofuels collaboration and academic initiatives characterized the relationship between Boeing and the Gulf carriers, as well as that
Randy Tinseth, vice president, marketing, Boeing Commercial Airplanes
with companies like Al Ain’s Strata, a unit of Abu Dhabi’s Mubadala Development Co., now producing advanced composites components for Boeing 787 and 777 programs. Tinseth said that while global airlines had made profits of $60 billion over the past five years, with traffic growth around 6.5 per cent a year, in 2015 they were expected to make $30 billion, for a “very good year.” Boeing expects to deliver a total of 755-to-760 aircraft this year. o
Region’s bizav operators face growth-related challenges by Peter Shaw-Smith
PETER SHAW-SMITH
MEBAA founding chairman, Ali Alnaqbi
Alnaqbi estimated that less than 15 percent of the MENA market is from North Africa. He added that it was very rare to see business jets registered in Morocco, Algeria, Tunisia or Libya. Shared FBO Unpopular
Alnaqbi said the issue of Dubai South’s common-user FBO facility, set to open in time for the MEBAA Show 2016, needed to be resolved, with operators said to be expressing dissatisfaction with the idea of shared facilities for security, baggage-handling and other common-user tasks at the executive terminal. Jet Aviation, Jetex Flight Support, XJet and ExecuJet, which was acquired by Luxaviation earlier this year, are all due to open FBOs, but are privately said to be unhappy with the current situation, even though Alnaqbi conceded that official policy was to specify that some aspects of the executive terminal’s operation be shared. “I am sure the [FBO terminal] will be fully operating by April-May at Dubai South. They will be ready for the MEBAA 2016 show. Will all four FBOs be open? I can’t confirm that. That is the real issue now. None of them wants to share with others. The terminal will be open [but] whether the four operators will be there is open to question.” Alnaqbi said he wanted to support both the authorities and the FBO operators, but he added that Dubai South had to find a way to ensure privacy for individuals using the FBOs. “MEBAA is committed to supporting Dubai South [but] I don’t think what’s going on with shared facilities is a good idea. We need privacy, confidentiality. The market here needs privacy. It is growing. We have huge demand at Dubai South. Privacy is important for every FBO. All the FBO [operators] are saying the same thing.” Giving an example of recent MEBAA industry advocacy, Alnaqbi said he was able to help introduce modifications to advanced passenger information (API) regulations for flights. “API was going to be forced on the FBOs, to [make them] provide passenger lists. That was endorsed by the General Civil Aviation Authority (GCAA). The FBOs said: ‘That’s not [our job]. It’s not done anywhere else. It’s the operator’s responsibility.’” He said that MEBAA went to GCAA, saying this was “not fair on the FBOs.” So GCAA made changes to instruct the operator, not the FBO, that anyone who flies on business aircraft must be identified. “Now it is the AOC [air operator’s certificate] holder who must do this, not the FBO. We raised a red flag,” said Alnaqbi, who added that a dedicated building for business aviation will be set up at Dubai South’s headquarters. o
MARK WAGNER
The Middle East and North Africa (MENA) business-jet market has surpassed 600 aircraft, and a similar number are owned locally, but registered outside the region, Middle East Business Aviation Association (MEBAA) founding chairman, Ali Alnaqbi, told AIN in an interview in the run-up to the Dubai Airshow. He reflected on the challenges ahead. “We have over 600 aircraft registered in the MENA region. That number is increasing, including business and private, but not government [aircraft],” he said. But he added that the actual fleet owned and operated in the region is almost double that number: “We also have around 500 aircraft owned in the region [that are] not registered [here].” He said the market expected to see revenues of $1.2 billion a year by 2020, on top of the additional movements expected to take place for the Dubai World Expo 2020. “We are seeing indications of moving to that number. Today, in Dubai, we have in the region of 8,000 to 10,000 movements a year. We would like to double that by 2020. I think that is very easy to achieve.” In places such as Saudi Arabia, registration jurisdictions such as the Cayman Islands are popular, he said. “We have around 300 aircraft registered in Saudi Arabia. More than 700 aircraft operate and are based there, but where are they registered?” Alnaqbi, who last year stepped down from his role running Abu Dhabi’s royal flight to focus on leading the association, said that data was still a challenge, but that GAMA, IBAC and Bombardier figures were useful in understanding the MENA business-jet market. “Bombardier’s annual statistics are not far from the reality,” he said. Fresh from the successful launch of MEBAA Show Morocco this year,
BUSINESS AVIATION’S PAST AND FUTURE As the Al Maktoum International Airport was nearing completion, nearby Dubai International was getting a new control tower. The old tower was moved to the new airport, where it now stands as a sentry. It’s pictured above, with a new Bombardier Learjet Model 75.
SmartPath update released by David Donald Honeywell (Chalet A6) has launched a new generation of its SmartPath GBAS (ground-based augmentation system) following FAA approval. Since 2009, it has been the only FAA-certified system of its kind, and is being installed at a growing number of airports in the U.S. and overseas. The latest iteration, known as Block II, is a software-only upgrade adding flexibility and capacity. SmartPath is a landing and approach navigation system that can replace traditional instrument landing systems. A single installation at an airport can simultaneously guide suitably equipped aircraft to multiple runways, and control approaches and departures from any direction. The system not only reduces the cost of ground equipment and its maintenance, but also enables a number of functions that can significantly reduce aircraft separation requirements and increase airport efficiency. Block II allows greater optimization to meet local conditions. The technology is most valuable in areas where GPS signals can degraded in unique weather conditions, encountered predominantly in low latitudes. The new system also increases the number of approach procedures that can be
covered by one station to 48 from 26. Complementing the software upgrade is a new hardware option adding SBAS (satellite-based augmentation system) capability and improving SmartPath’s performance by mitigating regional GPS errors not detected at airport level. Honeywell’s new IMMR (integrated multi-mode receiver), an all-digital radio that integrates multiple navigation functions into a single unit, is another option, reducing size and weight by around 50 percent. o
Honeywell, Denel Agree on Upgrade Program Last month Honeywell signed a strategic agreement with Denel Aviation of South Africa to offer retrofit and upgrade programs to military aircraft and helicopters, and to the commercial rotary-wing sector in southern Africa. Over 1,500 platforms are operational in the region and could benefit from the combined capabilities of the two companies, based on Honeywell’s extensive range of avionics, satellite communications and mechanical products. –D.D.
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MARK WAGNER
AIRFRAMERS HOPE EX-IM BILL BOOSTS SALES
WINGWALKING IN CLOSE FORMATION Breitling’s Wingwalkers, a two-ship team the company says is the world’s only formation wing-walking outfit, got in some practice in the great weather leading up to the show’s opening day. The two Boeing Stearman biplanes are flown in performances throughout the world.
Middle East airlines are Airbus’s lifeblood by Gregory Polek Having placed 700 aircraft since 1978 in a territory that includes the Middle East and North Africa, Airbus now counts a customer base of 40 airlines in 30 countries ranging from the east Atlantic coast to the Indian Ocean. It holds an order book consisting of more than 1,200 airplanes, and projects that air traffic in the region will grow at a rate of 6.7 percent per year over the next 20 years, compared with a global average of 4.6 percent.
With virtually half of Airbus’s A380 order book residing in the Middle East, and a strong position in the Gulf’s still fast-growing low-fare market, it should come as no surprise that the European airframer views the region as vital to its overall marketing efforts. In fact, 13 years ago, lowfare carriers did not exist in the region; today, they serve 622 city pairs with 115 aircraft, according to Airbus Middle East managing director Fouad
Attar. “This rate of growth is set to continue as there is still a significant amount of untapped potential within the region,” said Attar. “Of course the big airlines of the region will continue to benefit not only from their strong home market but also from their extended networks in developing economies as well as developed ones. The strategic geographical location of the Middle East allows these big network carriers to capture significant traffic flows.” Airbus statistics show that 2.5 million people live within 2,500 nautical miles of the UAE, or the range of an A320. Some 5 billion people live within 4,500 nautical miles, or the range of an A330, while an A380 or A350XWB can reach the world’s entire
The general aviation industry shipped a total of 2,243 airplanes and rotorcraft in the first nine months of 2015 for a combined value of $18.5 billion, according to statistics released Friday by the General Aviation Manufacturers Association (GAMA). The statistics indicate a 6.5 percent decline in shipments in the fixed-wing segment compared with the same period in 2014 and a 5.9 percent decline in the rotorcraft segment. “Although the industry’s performance among sectors in the third quarter remained mixed, new and recently certified business jet models helped raise overall billings,” said GAMA president and CEO Pete Bunce. “In the turboprop market, our agricultural aircraft sector has been particularly hard hit by the U.S. Export-Import Bank’s inability to make new financing guarantees since July 1. Therefore, we are very encouraged by the strong bipartisan support in the U.S. House of Representatives this month that complements U.S. Senate support in late summer to renew the Ex-Im Bank. “We are hopeful that the Surface Transportation bill to which Ex-Im re-authorization is attached will be conferenced quickly and sent to the President’s desk for his signature. We also hope Congress will move quickly to extend critical tax policies, providing greater certainty to the market going forward.” Business jet deliveries increased by 4.3 percent in the first nine months of 2015 at 465 units compared to 446 units during the same period a year earlier. Piston rotorcraft matched last year’s shipment rate at 205 aircraft year-to-date. However, piston airplane shipments declined from 806 units to 719 units, a 10.8 percent reduction, and turboprops declined from 413 units to 374 units, amounting to a 9.4 percent fall. The industry shipped 480 turbine rotorcraft, down 8.6 percent compared to last year. –G.P.
population of 7.3 billion from the Gulf country. “This gives the UAE, and the Middle East as a whole, a uniquely strategic location on the world map,” said Attar. “Eighty-five percent of the world’s population lives within eight hours’ flying time from the UAE. More and more people within that range will increasingly use air travel in the next 20 years as the middle-class population grows in emerging markets such as the Indian subcontinent, Africa and Central Asia.” While Airbus continues to control some two-thirds of the market for single-aisle jets in the region, it acknowledges that trends “strongly suggest” a transition toward larger
Low-cost Middle East carriers like Air Arabia are growing the market for the Airbus A320 and other narrowbody airliners.
Fouad Attar is managing director for Airbus Middle East.
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airplanes. The shift in demand from the A320 to the A321 reflects those trends, added Attar. But while Airbus continues to make inroads into the markets occupied by its A350-900 and A330, Boeing still dominates the midsize and large twin-aisle market in the region. Still, Attar characterized Airbus as “well positioned” in the segment. “And, already with a proven success in the region, the number of A380s will only increase as the Middle East carriers continue to grow and infrastructure does not always support additional frequencies,” he insisted. Despite its struggles with geopolitical unrest, the region has proved its resilience and ability to recover quickly from regional and global downturns affecting the air travel industry, if its performance during the global economic crisis in 2008-2009 serves as any guide. According to IATA, the region stood alone in its ability to record positive growth in the first quarter of 2009. “The long-term strategy does not change; Airbus recognizes the importance of the Middle East region in global aviation,” said Attar. “In the short term, if our customers are experiencing difficulties due to difficult geopolitical circumstances, we strive to support them and to find solutions that work both for them and for us.” o
uContinued from page 1
operations are bringing their own set of challenges, particularly in the counter-insurgency (COIN) operations that currently prevail. As outlined by Brigadier General Staff Pilot Rashed Al Shamsi, seasoned F-16 and Mirage pilot and commander of the UAE’s Khalifa Bin Zayed
Air Academy, the biggest issue facing coalition forces is the lack of commonality of systems, especially between NATO and non-NATO operators. In the counter-insurgency mission, in particular, the ability to gather information from many sources and to disseminate actionable intelligence to all coalition members in as short a time as possible is a key asymmetric advantage available to a coalition air force. Air Marshal Leo Davies, chief of the Royal Australian Air Force, agreed: “Intelligence is the key to the success of COIN operations. COIN needs a high degree of precision to minimize collateral damage.” This remark highlighted another particular challenge of COIN
Dubai ’15: bigger and better uContinued from page 1
Middle East, 29 percent from Europe and 28 percent from the Americas. Airshow organizer F&E Aerospace expects the show to attract 65,000 visitors, some 5,000 more than passed through the turnstiles at the 2013 event. The show’s wide range of geographic representation makes it an important event to attend for the world’s biggest manufacturers and less prominent companies alike. Airbus identified the Middle East as one of the fastest growing regions in its latest market forecast, making the Dubai Airshow a central hub for the industry to meet and do business. Among the show’s many national contingents, organizers expected to see a 20-percent increase in Russian participation, F&E Aerospace managing director Michele van Akelijen
operations–that minimal effects on non-combatants is crucial to assist political action. It plays a large part in a successful outcome, due to the need to reduce grievances among the local population. Lieutenant General Charles Brown Jr., the current U.S. CFACC, called this element the “contest of influence,” and suggested that this was one of the prime factors distinguishing COIN from other forms of warfare. “People make choices on who can protect them,” he asserted. “Air forces need to be
DA VID
Marshal Gary Waterfall envisioned a time when forces could link synthetically on a global scale for joint training. UAE Operations
Counter-insurgency operations as part of a coalition have been central to much of what the UAE AFAD has been doing in recent times. Following participation in operations in Kosovo, Afghanistan and over Libya, the UAE AFAD has been engaged in coalition operations against Daesh forces in Syria and Iraq, and Houthi and
M cIN TO SH
more intelligent, more precise and less destructive.” The ability to train with potential partners is another important element of increasing the effectiveness of coalition operations, and the UAE has participated in a number of international exercises, as well as hosting its own ATLC exercise that is currently being held at Al Dhafra air base. However, due to the distances involved, it is rare for partner forces to be able to train together. Speaking at DIAC, the RAF’s Air Vice told AIN in a pre-show interview. Meanwhile, the 150 exhibitors attached to the U.S. delegation amount to about double that country’s presence during the 2001 show. First time exhibitors include New Zealand-based Martin Aircraft Company, which brought its V4-engine, composite-airframe Martin Jetpack to display. Another important new exhibitor–the UAE Space Agency–was formed in 2014 with a mandate to regulate and support the UAE Space sector and contribute to the diversification of the national economy by providing a national advanced space industry. “With the addition of the UAE Space Agency to our existing exhibitor list, we have added yet another dimension to the Dubai Airshow,” said van Akelijen. “The global space industry is worth $300 billion, and growing at 8 percent annually. The UAE’s investments in space technologies
B1B bombers are among the aircraft operating in the skies above Iraq, countering insurgent forces.
other insurgents in the Saudiled Operation Restoring Hope in Yemen. AFAD commander Major General Ibrahim Naser Al Alawi revealed that the UAE force had flown more than 40,000 hours in the Yemeni campaign. As well as undertaking combat operations with fighter, transport, ISR and air defense assets, the UAE AFAD has also been providing instruction to Yemeni resistance personnel. o
DAVID McINTOSH
Coalition is key to COIN ops
Michele van Akelijen F&E Aerospace managing director
have already exceeded 20 billion dirhams ($5.4 billion), including UAE based companies Mohammed bin Rashid Space Centre (MBRSC), Al Yah Satellite Communications Company (Yahsat) and Thuraya Telecommunications Company, all of whom will be exhibiting with the UAE Space Agency.” In recognition of one of the industry’s newest technologies,
Metrojet intel points to bomb uContinued from page 4
from certain foreign airports in the [Middle East] region.” These will include expanded screening of aircraft and assessments of security levels at individual airports. Conflicting Reports on Cockpit Voice Recorder
Reports about the content of the aircraft’s cockpit voice recorder have been conflicting. Initially, Egyptian civil aviation officials indicated that this recorder had been damaged in the crash and that the audio recording may have been compromised. However, earlier last week, Russian news agency Interfax claimed to have seen a transcript of the recording and reported that it contained “sounds uncharacteristic of routine flight” just before the aircraft disappeared from radar screens. Earlier reports from Egyptian civil aviation and air traffic control officials proved to be misleading, with conflicting accounts as to whether or not the Metrojet flight crew had requested an emergency landing. British Prime Minister David Cameron told reporters that it is “more likely than not” that Metrojet flight 7K9268 was destroyed by a bomb, after receiving reports from the UK the show features a new dedicated 3D print pavilion called 3D Printshow Dubai. U.S. exhibitor Stratasys recently reported that it has 3D printed more than 1,000 in-flight parts for the Airbus A350 XWB aircraft, and GE has already developed and tested engines using 3D printed parts, making the show an important showcase for the highly promising new process. From technology to preparing young people in the region to benefit from it, Dubai once again serves as home base for the Gulf Aviation Training Event (GATE), launched in 2011 to address aviation training needs in the Middle East. One of two new conferences at this year’s show– the Airport Safety & Security Conference–aims to bring together key experts to discuss important security aspects of the airport industry while looking at how big data and integration markets drive upgrades and new investments in the airport security market. The other, titled
intelligence services based on intercepted communications between “militants in the Sinai Peninsula.” On November 6, a Kremlin spokesman said that Putin’s decision to stop Russian flights to and from Egypt was based on the recommendations of Russia’s National AntiTerrorist Committee. Earlier last week, Metrojet reported that the A321, which it had leased since 2012, sustained significant damage to the tail section back in 2001 when it was operated by Middle East Airlines. As a matter of routine, Metrojet is now the subject of a criminal investigation by Russian authorities. On Friday, the UK allowed a temporary resumption of flights from Sharm el-Sheikh in a bid to repatriate British travelers, who were only allowed to fly home with cabin baggage. However, Egyptian officials only permitted eight of 29 planned flights to depart, arguing that the Sharm el-Sheikh Airport could not cope with the burden of additional baggage left behind. o
“Utilizing Offset Investment to Develop Space and Aviation Technologies and Local Supply Chain Capability,” addresses the use of industrial cooperation or “offset” investment to further develop aviation technology, supply chain capability and the UAE’s space industry. This year’s flight demonstrations–set to run from 2 p.m. to 5 p.m. each day–will feature the UAE’s Al Fursan and Italy’s Frecce Tricolori aerobatic teams. The flying displays will also include for the first time a Boeing Chinook, as well as the Lockheed Martin F-22 Raptor, which in the past has performed only a fly-by at the show. This year, organizers have arranged for a B-1 bomber to perform a fly-by over Dubai. All told, organizers have reserved parking spots for some 160 airplanes on the airshow ramp. Inside, the show’s hall covers some 45,000 square meters, and F&E has booked all available space, said van Akelijen. o
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The Citation Latitude is Cessna’s latest bizjet, having earned FAA certification in June 2015.
Boeing: Dubai show is half military, half civil Boeing officials believe that a lack of commercial aircraft orders and a backdrop of conflict in Yemen, Syria, Afghanistan and elsewhere in the region mean that this year’s Dubai Airshow could see defense playing a major role. Paul Oliver, Boeing’s v-p, Middle East and Africa, international business development, said on the eve of the show, “I think… the balance of the show, how much commercial versus how much defense, you are going to see, from my perspective, at least 50-50. There is a lot of interest on defense, [especially] on partnerships,” Several conflict situations in the region meant that military forces in the region were focused on the near-term rather than looking any further out, he added. “Some of the bigger development programs are pushing further out. They are going for things that are proven,
off-the-shelf solutions that meet their needs right now. We are seeing continued interest in the Apache program, plus weapons programs: all of the things that are proven, in inventory, or close to being in inventory.” Oliver said Boeing (Stand 900) hoped to increase its international sales as a share of the total from 30 percent today to 36 percent within five years. Bernard Dunn, president, Boeing MENAT (Middle East, North Africa and Turkey) said that Boeing’s biggest achievement in 70 years in the region was likely Emirates’ order of Boeing aircraft at the 2013 Dubai Airshow. “This was the largest commercial aviation contract in world history.” John Wojick, senior v-p, global sales and marketing, Boeing Commercial Airplanes, said that the order was a “once in a lifetime” event that would never be repeated. o
GOING TO EXTREMES Dubai’s scenery has been the site for numerous formation flights, but a recent one involving an Emirates Airline Airbus A380, and Jetmen Yves Rossy and Vince Reffet, probably set a new standard for dissimilar aircraft types.
MARK WAGNER
by Peter Shaw-Smith
Cessna brings its new Latitude to Dubai show by Ian Sheppard Cessna’s new Citation Latitude business jet is making its Dubai Airshow debut this week in a region where the company’s similar Citation Sovereign has proven popular. Textron Aviation’s new twinjet received FAA certification this summer and European (EASA) certification is expected by the end of the year. “With one of the most comfortable and spacious cabins available in the midsize category and best-in-class operating costs, we anticipate the Latitude will be well received in this market,” said Cessna regional v-p sales for the Middle East, Africa and India, Ali Ashban. As well as flying the aircraft for a full test report prior to certification, AIN flew on the aircraft recently from London Biggin Hill Airport as the $16.3 million, nine-passenger jet was commencing a three-week European tour. The Latitude is capable of climbing to FL420 in 26 minutes and has a service ceiling is FL450, while the cabin altitude is kept at a very comfortable 5,950 ft. The aircraft has a range at MTOW of 2,850 nm
New Twin Otter for Skydive Dubai
(useful load is 12,394 lbs), which from Dubai gives plenty of direct options around the region and beyond. During the flight, Cessna salesman Tom Perry said the type received FAA certification in June and entered service in August with a U.S. owner. He said European (EASA) certification was anticipated by the end of 2015, so first deliveries to European customers could commence in early 2016. Perry said the Latitude is “unique” in the Cessna product line, having a flat floor and sixfoot ceiling. He added the company expected to “take the midsize market by storm;” the type is positioned between the superlight XLS+ and the midsize Sovereign+. The Latitude has the same wing and PW306D1 engines as the Sovereign+, although the latter has two more seats and 300 nm more range. The Garmin G5000 flight deck is pilot-friendly with its touchscreen controllers and clean, simple look. But it is the cabin that was designed to bring Citations up a notch, with the more spacious,
The Citation Latitude’s range from Dubai is depicted above. Red represents eight passengers aboard, blue only four.
comfortable feel–all the better to compete with Dassault’s new 5X and Embraer’s Legacy 500, which entered service in Europe in May. At the same time this aircraft was scooting around Europe, another Latitiude in the “global debut” initiative was conducting a 28-day, 39-airport coast-tocoast tour of the U.S., starting August 31 when it took off from Chicago Executive Airport. Stops planned included “Milwaukee [Wisconsin], Indianapolis [Indiana], Cleveland, [Ohio] White Plains [New York], Orlando [Florida], Atlanta [Georgia], Houston [Texas], Dallas [Texas], Denver [Colorado], Salt Lake City [Utah], Boston [Massachusetts], Seattle [Washington] and several cities in California,” said Cessna. This time it is the Middle East’s turn, with the Dubai Airshow being the key stop-off to showcase the new aircraft to potential customers here. o
Skydive Dubai soon will receive its brand-new Viking-manufactured DHC-6 Twin Otter.
Skydive Dubai, a local commercial parachuting company, is shortly to take delivery of a Viking Twin Otter Series 400. That makes Skydive Dubai the first commercial customer in the Middle East for the reborn Twin Otter 400. The sale was undertaken through Veling Tayara, a subsidiary of Mauritius-based airline leasing firm Veling and Viking’s exclusive sales representative for the Middle East and Turkey.
Skydive Dubai already operates a fleet of older Twin Otters, and expects the new aircraft to arrive in time for the World Air Games, which are being held here in Dubai starting November 30. As well as various parachuting disciplines, the games cover many other air sport categories, such as aero batics, ballooning, gliders, microlights and model flying. Viking has already achieved a significant sales success in the UAE with the delivery of
nine Series 400 Twin Otters to Global Aerospace Logistics of Abu Dhabi. The first aircraft was delivered in 2013 and the final one was handed over in February this year. GAL provides the aircraft under a multi-year contract to the UAE government, primarily for operations by Joint Aviation Command in the support of special forces. The aircraft were supplied with IFG (intermediate flotation gear) that permits their use from loose sand surfaces. o
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DAVID McINTOSH
by David Donald
TWO WAYS TO CONQUER THE WORLD.
Now you have two choices for superior, ultra-long-range capability. The 5,950 nm Falcon 7X—the fastest selling Falcon ever (and with good reason). Or the new, 6,450 nm Falcon 8X, destined to become a favorite of world travelers. Both have the awe-inspiring ability to fly long distances from short and challenging runways such as Aspen and London City. The 8X is more than three feet longer, with over 30 cabin layouts. Fly far. Fly in comfort. Achieve more.
WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600
Another impressive aircraft lineup expected at Dubai Airshow 2015
Dubai Airshow Events & Conferences November 8-9:
Opening ceremony, 10.30 a.m. Flying display, from 2.00 p.m. Airport Safety and Security Conference, Dubai Airshow Exhibition Hall, Register at Security.Fleminggulf.com The conference will address the growing demand for air travel across the Arabian Gulf and how regulatory bodies are looking to adopt safety measures countering risks, threats and incidents.
November 9 (10 a.m. to 2 p.m.)
PHOTOS: MARK WAGNER
Airshow Offset Conference, Dubai Airshow Exhibition Hall, Register at Airshow.offsets2000.com The conference will explore the potential to open opportunities for offset into new sectors within the UAE, such as the fast growing space sector. It will examine the role and capability of UAE companies in participating in the global supply chain and how these provide greater options for offset fulfillment.
November 10-11:
GATE-Gulf Aviation Training, Dubai Airshow Exhibition Hall, Register at Secure10.evetadv.com The event will focus on pilot training, including issues such as human factors, automation and flight tracking systems.
November 11:
Dubai Airshow Golf Tournament, Emirates Golf Tournament (exhibitors only), Register at AirlinkUAE.com Play held in the evening on the floodlit Faldo Course, with a Two Man Scramble format.
November 12:
Futures Day, Dubai Airshow Exhibition Hall The event gives groups of students, aged 16 and above, the chance to experience career opportunities first-hand and to understand the diversity of the aerospace industry.
AIN is located on the first floor at the static end of the halls, near the control tower.
Aircraft at the Airshow Abu Dhabi Aviation
AW139
Falcon 7X
Bell 412
Falcon 900LX
Yabhon HZM-15
Adcom System
DA62
Yabhon United-40
DA40NG
Yabhon o-R2
Phenom 300
Yabhon-HMD
Legacy 500
Yabhon-N
Embraer 135BJ, Legacy 650 Lineage 1000
AC319
Phenom 100
A330MRTT
Emirates Airline
A388H AC319
C295
CJ27 Spartan
Antonov Company
AN 178
AW189
BAE
Hawk
BAE/Eurofighter
Eurofighter Typhoon
Bell
Finnmacanica/Alenia/AW
Bell 407
FlyDubai
737-800
Bell 429
Frecce Tricolori
Aermacchi MB-339
AH-64D Chinook
Gulfsream
Beechcraft AT-6 KingAir 350ER Sp.Mission Grand Caravan EX
UAE AF
Al Fursan CH-47 Chinook UH-60 Blackhawk
UAE JAC
Super Puma Bell 407 AH-64 Apache
G450
US MC
MV-22 Osprey
G550
USA
P-8 Poseidon
Challenger 350
Jetcraft
Embraer Legacy 600
Q400
Pakistan Aeronautical Complex
Mushshak
Rafale
Textron
Ch-47 Chinook
Border Protection Aircraft
Dassault
Sukhoi Superjet RRJ-95B Citation Latitude
MH-53E SeaDragon
G650
Pilatus Aircraft Ltd
Safat 02 Ak1-3 Helicopter
F-15E
IOMAX USA
Boeing Stearman
Sukhoi Jet
Safat 03 Trainer
US AF BCompany
Global 6000
Breitling
Safat
Global 5000
US AF
G280
Learjet 75 Bombardier
Royal Jet
AW169
Challenger 604 Boeing Defense
PZL SW-4
B787-800 A350-900
A-29 Super Tucano
A350-900 A400M
Airbus Defence & Space
Embraer
Qatar Airways
DA42M-NG
Yabhon United-20
Yabhon-GRN Airbus
Dassault
A380-800
PC-12NG PC-21
USA DOD
MH-60S Blackhawk B-1 F-22 Raptor
USMC
KC130J C130J
TWO WAYS TO CONQUER THE WORLD.
Now you have two choices for superior, ultra-long-range capability. The 5,950 nm Falcon 7X—the fastest selling Falcon ever (and with good reason). Or the new, 6,450 nm Falcon 8X, destined to become a favorite of world travelers. Both have the awe-inspiring ability to fly long distances from short and challenging runways such as Aspen and London City. The 8X is more than three feet longer, with over 30 cabin layouts. Fly far. Fly in comfort. Achieve more.
WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600