Dubai Airshow News 11-09-15

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ROYAL WALK

DAVID McINTOSH

His Highness Sheikh Mohammed bin Rashid Al Maktoum, surrounded by a throng of enthusiastic followers, strolled the static display on the opening day of this year’s Dubai Airshow.

CSeries testing nearing long-elusive finish line

by Gregory Polek Bombardier announced here yesterday that it has completed nearly 100 percent of the flight testing needed for certification

of the CSeries CS100. Function and reliability (F&R) testing on the first production-configured aircraft began on Saturday.

CSeries FTV5, here in Dubai in the colors of launch customer Swiss, has finished all its flight testing, allowing it to start demonstration flights for prospective new customers.

Separately, the company confirmed that Riga, Latvia-based Air Baltic has agreed to become the first operator of the larger CS300, planning to launch service in the Continued on page 4 u

AVIC’s FC-31 aspires to fifth-gen standards

by David Donald China’s AVIC is displaying aired the concept at Airshow a model of the FC-31 fifth- China in Zhuhai last year. generation fighter for the first A product of the Shenyang Continued on page 4 u time at Dubai, having first

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UK-based Farsound Engineering is targeting the Middle East to expand its machining, sheet-metal and other businesses. Page 18

Despite years of delays, manufacturer Comac says it’s ready to begin groundbased systems testing. Page 19

A 3-D weather radar presentation, Satcom and Cat III GPS-based approaches are on display at the company’s booth. Page 20

Industry observers and airlines alike appear to be pessimistic on the type’s long-term growth potential. Page 29

The company’s networked system is designed to make life easier–and safer–for joint terminal attack controllers. Page 32

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New Block 3 ArchAngel is a game changer

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FOUNDED IN 1972 JAMES HOLAHAN (1921-2015), FOUNDING EDITOR WILSON S. LEACH, MANAGING DIRECTOR EDITOR-IN-CHIEF – Charles Alcock EDITOR - INTERNATIONAL SHOW EDITIONS – Ian Sheppard PRESS ROOM MANAGING EDITOR – Mark Phelps THE EDITORIAL TEAM Neelam Mathews Curt Epstein Rick Adams Jennifer Meszaros Caroline Bruneau Ian Goold Vladimir Karnozov Chris Pocock Bill Carey Chris Kjelgaard Gregory Polek Brian Day Guillaume Lecompte-Boinet Peter Shaw-Smith Dave Donald Reuben Johnson Thierry Dubois

Making its public debut at the Dubai Air Show is the Iomax ArchAngel border patrol/armed ISR platform. The UAE Armed Forces have ordered the latest Block 3 iteration of Iomax’s modified agricultural aircraft, and they are in the process of receiving 24 aircraft to replace a similar number of interim Block 1 and Block 2 aircraft. The first was ferried from the U.S. in June.

Compared with the earlier AT-802i Block 1 and 2 aircraft, the Block 3 has numerous differences. The airframe consists of the Thrush S2R-T660 platform rather than the earlier blocks’ Air Tractor AT-802.

Iomax (Chalet S11) has considerably refined the ArchAngel since producing a Thrush-based engineering demonstrator, moving the cockpit forward by 43 inches and raising the rear cockpit for better visibility. A purpose-built forward fuel tank replaces the previous hopper-based unit, and the profile of the nose has been improved. The wingtips have been redesigned and the fin is taller to improve

Thanks to numerous refinements made to the production design, Iomax’s ArchAngel looks quite different from the engineering demonstrator that appeared in June at the Paris Air Show.

directional stability. The Pratt & Whitney PT6A-67F turboprop drives a new MTV-27 scimitar-blade propeller from Germany’s MT-Propeller. New throttle quadrants are incorporated in each cockpit, and there is a digital autopilot.

ArchAngel can carry a wide array of weaponry, and the example displayed here carries laser-guided bombs, fourround launchers for Roketsan’s Cirit laser-guided rocket, and Hellfire missiles.

The Block 3 introduces wider-spaced underwing hardpoints that can accommodate dual-rack pylons.

Terma’s MASE (modular aircraft

DAVID McINTOSH

by David Donald

self-protection equipment) pods are fitted to the aircraft on display, each containing missile warning sensors and countermeasures dispensers controlled by the ALQ-213 electronic warfare management system. Under the fuselage is the Iomaxdeveloped multi-purpose pod equipped with an L-3 Wescam MX-15 sensor turret.

Six older AT-802i aircraft were transferred to Jordan for ISR missions along the Syrian border, later receiving weapons capability. Others have gone to Yemeni forces engaged in fighting Houthi and other insurgents. The UAE has trained Yemeni crews to fly the AT-802i. o

AVIC FC-31 project

DAVID McINTOSH

uContinued from page 1

AVIC’s FC-31 model shows considerable similarities to the U.S.-built fifth-generation F-22 and F-35 fighters.

CSeries nears finish line

Bombardier Commercial Aircraft CEO Fred Cromer reported that the CS100’s better-than-expected hot-and-high persecond half of 2016. Air Baltic holds a formance give it the equivalent of anothfirm order for 13 CS300s and retains er 300 miles worth of range on a typical flight between Riyadh and options on another seven.

Addis Ababa. Customers in CS100 F&R flights the region include Gulf Air, began with a four-leg misIraqi Airways and startup sion beginning and ending in Mirabel, Quebec, and carrier SaudiGulf Airlines.

Cromer declined to conincluding stops in Moncton, vey expected delivery dates New Brunswick; Halifax Nova Scotia and St. John’s, for any of Bombardier’s Newfoundland. Meant to Middle East customers, nor simulate typical flight routwould he offer a more specifings and operational proceic date for delivery of the first dures, the F&R flights will CS100 to launch customer take the CS100 to some 15 Swiss International Airlines.

Fred Cromer, CEO Bombardier city pairs in Canada and 20 Commercial Aircraft unit Bombardier has said only that it will deliver the airin the U.S., then to Europe plane during the first half of next year. for more testing.

Having flown more than 1,000 flight Calling the Dubai show “a very important event in a very important re- test missions, Bombardier continues to gion” yesterday at a press briefing at target the end of this year for the airo the CSeries Pavilion (at Chalet A1-A3), plane’s certification.

MARK WAGNER

uContinued from page 1

4 Dubai Airshow News • November 9, 2015 • www.ainonline.com

concern, the FC-31 is based to a large extent on that of a “J-31” prototype (31001) that has been flying since 2012, but shows some notable differences from that aircraft. The fins are shorter and more swept-back than those of the prototype, and an electro-optical sensor system is located under the nose. Aircraft 31001 made its first public appearance at last year’s Zhuhai show.

AVIC (Aviation Industry Corporation of China, Stand 820) has reportedly developed the aircraft primarily for export, although there have been some suggestions that the aircraft could be intended for carrier operations. The aircraft is intended to appeal to nations seeking an F-35-style aircraft but at much lower cost. The FC-31 shares many superficial similarities with the Lockheed Martin aircraft, such as a low-observable shape, wide internal weapons bay, and the ability to carry weapons on six underwing pylons in “non-stealthy” mode.

AVIC has only just released a basic specification for the FC-31 aircraft.

Maximum takeoff weight is listed at 55,000 pounds and weapons payload at 17,600 pounds. AVIC claims that the FC-31 will be able to reach a service ceiling of 52,500 feet, and a top speed of Mach 1.8. Combat radius is 648 nm. The airframe is stressed to +9/-3 g.

Prototype 31001 first flew with Russian Klimov RD-93 engines, but production aircraft are expected to be powered by engines of Chinese origin. o

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Bell 525 gets first-ever civil helicopter FBW

by Thierry Dubois Bell Helicopter (Chalet A43-A44) is here promoting its in-development super medium twin, the Bell 525 Relentless, notably through demonstrations in a traveling simulator. In designing the first-ever fly-by-wire control system for a civil helicopter, the airframer has endeavored to reduce pilot workload, a move to improve safety.

The second prototype of the Bell 525 is to start flying by year-end, and letters of intent (LoIs) have been received for about 60 aircraft, mainly for offshore oil-and-gas applications.

Pushing the cyclic stick forward or backward directly controls speed, Mike Both-

‘RELENTLESS’ DEAL MAKING

Embraer shows off its E2 cabin, Super Tucano

by Ian Sheppard Embraer is exhibiting here at the Dubai Airshow with various aircraft in the static display plus an E-Jet E2 cabin concept on its stand in the Hall (Stand 2260), showing the comfort that can soon be expected from its latest airliner. Outside it has a Super Tucano demonstrator, which is making its show debut, along with four business jets–a Legacy 500, a Legacy 650, a Lineage 1000E and a Phenom 300 light jet.

As the show approached, the company released its third quarter results, recording deliveries of 21 commercial and 30 executive aircraft in the threemonth period (the executive category broke down as 21 light and

nine large jets). In the first nine months of the year the totals rose to 68 and 75 (57 light and 18 large), respectively. Meanwhile it closed 20 firm orders in Q3 for E-Jets (current generation not E2), taking the total backlog for all E-Jets to 146 firm. Its quarterly revenue showed 3.6 percent growth over 2014, to $1.285 billion, including defense and security business.

Speaking at the General Assembly of the European Regions Airline Association (ERA) in Berlin last month, Mathieu Duquesnoy, Embraer v-p Europe, the Middle East and Africa, said the Brazilian manufacturer is forecasting a need for 6,350 jets in the 70-to 130-seat

class over the next 20 years.

He said that the E2 jet was “on track” with the first fuselage assembled, and first flight due in the first half of 2016. Following that it will be 18-to-24 months before EIS in the first half of 2018.

Embraer says Middle East carriers are starting to turn their thoughts to regional aircraft as well as building comprehensive global networks. The OEM projected, “There are good opportunities for intra-regional aviation.”

The number of intra-regional Middle Eastern “city pairs” (up to 2,000 nm apart and suitable for its products) more than doubled during the 2004-2014 period, according to Embraer.

Embraer said that around twothirds of intra-regional flights are operated by aircraft with 130-to180 seats, but many can carry 130 passengers or fewer, so right-sizing could be of interest to them. o

Embraer’s static display feature models from both its civil and military lineups.

IAN WHELAN

Philip Bardawel, center left, chairman and CEO of BGS Corporation, accompanied by members of his executive team, has signed a letter of intent for three Bell 525 “Relentless” super medium twin helicopters with Bell Helicopter, represented by its team, led by Patrick Moulay, center right, v-p of global sales. BGS Corp., specializing in construction and aviation services, was founded by Bardawel’s grandfather in 1945. The Bell 525 (see story at right) is the first fly-by-wire commercial helicopter. Certification and first deliveries are scheduled for 2017.

Building in fly-by-wire capability aboard its newest helicopter affords Bell the opportunity to add features available on no other helicopter in its class.

well, Bell 525 control law leader, told AIN. The pilot does not have to mentally calculate what the pitch angle should be, relative to the desired speed and the aircraft’s weight. In a bank, above 35 knots, the pilot can hit a “re-reference” button, meaning the pilot can release the controls and the aircraft will keep turning at the same bank angle.

Hands-Off Recoveries

MARK WAGNER

To bring the bank angle back to zero, the pilot simply has to get within five-degrees.

The digital flight-control system will take care of adjusting to zero.

Discussing takeoff and approach, Bell 525 sales specialist Michael Suldo emphasized the system provides the pilot repeatable maneuvers, whatever the weight.

In case of a double engine failure, the controls give the

6 Dubai Airshow News • November 9, 2015 • www.ainonline.com

pilot a head start. The autorotation procedure in a conventional helicopter begins with the pilot lowering the collective pitch to keep the rotor turning fast enough.

If the pilot fails to do so within a handful of seconds, rotor rpm may drop dangerously to 80 percent. At this point, the pilot may never get the required 100 percent back, meaning the engine failure will translate into a serious accident.

The 525’s flight controls automatically lower the collective pitch after a double engine failure. It does so immediately, ensuring rotor rpm will remain at or above 100 percent.

Bell has worked with the FAA to develop a fly-by-wire certification basis, as no helicopter has yet been certified with a computer in the flight control loop. The rulemaking effort started for the AW609 Tiltrotor (Bell was involved in the program, at the time).

But the Bell 525 is likely to enter service in 2017, before the AW609.

The Bell 525 sells for $20to $21 million in a basic configuration, Suldo said. He expressed hope the oil-andgas market will have recovered by 2017. The LoIs will then be more easily turned into firm orders. o

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Raytheon’s next-generation Patriot missile in the works

Gulfstream is at Dubai in a big way, with four of its jets on display, including the G650ER.

Raytheon’s Patriot air defense system is being tested with new AESA radar arrays based on GaN (gallium nitride) semi-conductors. GaN technology not only significantly improves performance of the radar, but also offers lower life-cycle costs. As well as developing a fixed version, Raytheon is also working on a multi-array radar to provide the 360-degree coverage required by some customers.

A GaN radar is one element of what Raytheon (Stand 1240) is calling Next Generation Patriot, with which the company seeks to introduce a new baseline system to take Patriot forward and keep it ahead of threats. In its fixed form, the GaN radar would have a single large array facing toward the main threat. In this form it could be ready for fielding within a year. The 360-degree version divides the array into one large and two smaller “quarter-plate” arrays. The larger panel would typically be placed facing the main threat, with the two small arrays facing backward and outward to provide 360-degree coverage, which could also be augmented by mutual support between Patriot units.

Going Right Round

Development of the 360-degree system was driven by the requirements of Poland, which recently became the 14th nation to sign up for Patriot. But the capability is also of interest to several other existing operators, including Qatar and the UAE. Raytheon could have developed a system with three fullsize arrays, but the quarter-plate arrangement supplies the required coverage at a much lower cost.

Another element of Next Generation Patriot is a common command and control system with open architecture to allow integration of local systems, and which can be mounted on a truck or in

a building or tent. This has already been demonstrated to Patriot partners.

As another element of the next generation, Raytheon is examining a low-cost interceptor (LCI) for the Patriot system, which currently is capable of firing GEM-T, PAC-3 and PAC-3 MSE interceptors. LCI would offer enough of the capabilities of the other options to effect intercepts against many classes of threat, but at a reduced cost.

In the meantime, improvement of in-service systems continues. Configuration 3+ is the current baseline, introduced in 2008 following an order from the UAE. Emirati development funding helped with a major overhaul of the existing system to design out obsolescence. The major element was the development of an RDP (radar digital processor) that is cheaper, better-performing, more reliable and easier to maintain than the analog unit it replaced.

Many of the Patriot operators have opted to upgrade to Configuration 3+, including Germany, despite that nation selecting the MEADS system for its future air defense requirements this year. The U.S. Army has been upgrading its Patriots to the new standard, and announced this week a contract modification that will complete the upgrade of the fleet. The U.S. operates around 60 of the 220-plus Patriot fire units in service around the world.

Recent geo-political developments have raised the perceived need for missile defense, and Raytheon is in serious discussions with several nations, including the Czech Republic, Finland, India, Romania and Sweden. Patriot is still in contention for the delayed Turkish requirement, which Raytheon understands may be examined again early in 2016, following Turkey’s recent election.

The improved offer made to Turkey via U.S. Foreign Military Sales has been extended until the end of January. o Raytheon’s planned Next Generation Patriot radar (foreground) is much smaller than the current array.

8 Dubai Airshow News • November 9, 2015 • www.ainonline.com

MARK WAGNER

by David Donald

Gulfstream’s latest products get high-profile presentation

by Charles Alcock Gulfstream Aerospace has one of the highest profiles among business aircraft manufacturers exhibiting at the Dubai Airshow this week, despite the fact that the event is being staged barely a week ahead of the annual U.S. NBAA show that opens in Las Vegas on November 17. The U.S. manufacturer has its G280, G450, G550 and G650ER jets on display here, as well as a presentation about special missions versions of its aircraft in the U.S. Pavilion.

Meanwhile, back at its headquarters in Savannah, Georgia, Gulfstream’s engineering team is hard at work developing the new G500 and G600 jets. According to Gulfstream president Mark Burns, flight testing of the initial G500 model is progressing well with four aircraft now being used for various tests, including fatigue and flutter tests. The first test aircraft has now logged more than 100 hours, including flights up to 42,500 feet and with some missions lasting more than five hours.

Prior to starting flight testing, Gulfstream conducted more than 37,000 hours of simulated ground tests. “We’re confident that we’ll meet the [performance] specifications [for the G500 and

G600], and we’ll see what we can do beyond those,” Burns told AIN. “We’re looking really good for the specifications.”

Gulfstream (Stand 1460) has been pleased with the market’s response to the new large-cabin, long-range aircraft.

“We’ve had a lot of interest from international customers and people have been amazed by the technology we’re delivering, especially in the cockpit,” said Burns. In some cases, customers have switched orders from the existing G650 model. Burns acknowledged that delays to the planned service entry of the rival Bombardier Global 7000 and 8000 jets has sparked some potential interest in the G500 and G600.

According to Burns, the business aviation market is clearly thriving more in the U.S. these days, marking a reversal of fortunes from the time just a few years ago when markets outside North America accounted for as much as 70 percent of all demand. “Now it’s more like a 60:40 ratio towards sales in the U.S., but the G650 seems impervious to the market turmoil. In the last quarter we’ve sold the aircraft in China, Russia, Brazil and the Middle East,” concluded Burns. o

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Carriers hoping to benefit from Iran’s re-emergence an increase in flights involving Paris. French reports were careful not to mention any inclusion of Airbus officials in the French delegation to Tehran, but some observers believe they were present. Meanwhile, Dubai is awash with rumors that Airbus and Boeing officials, as well as middlemen, are seizing the opportunity to visit Iran.

Enforced isolation has left much of the world in the dark about the present-day domestic economic and business climate in Iran. In September, The Financial Times reported that Iran’s domestic car industry was faltering because Iranians had postponed orders in hopes of buying superior models from outside the country, instead. “[A]ny dividends from the nuclear deal will take many months to materialize, and Iran’s economy remains mired in stagnation,” it said.

There are certainly differing opinions about what the immediate future holds.

The Sydney, Australia-based Centre for Aviation (CAPA) said the Joint Comprehensive Plan of Action (JCPOA) signed in Vienna in July between Iran and the international powers is a “significant step for aircraft and engine manufacturers and lessors to bring new aircraft into Iran.” However, CAPA added, “Business has not been entirely prevented but has been heavily restricted, with exceptions made for safety of flight business transactions which are low volume but strategic, as they help to maintain business ties to Iran’s aviation sector.”

CAPA said Iran’s stated intentions could be a stretch.

“Growth along the lines of 80 to 90 aircraft a year would be impressive and buck industry norms. [Some] 80 to 90 aircraft may not seem like a lot for an entire country. After

Legacy airliner types, such as this Boeing 747 operated by IranAir, are long overdue for replacement, and Iran’s Civil Aviation Organization is stepping in to help the nation’s airlines overcome barriers to upgrading their fleets.

all, American Airlines in 2014 received 82 new aircraft while China’s four big airlines took delivery of 184. But Iran is no U.S. or China.”

In August 2015, Iran’s in-service fleet stood at 215 aircraft, according to CAPA’s fleet database. “Even if there is demand and willingness to take 80 to 90 aircraft a year, that places sudden pressure on regulatory oversight, training of employees, maintenance and the like,” it added.

Mohammad Khodakarami, caretaker director of Iran’s Civil Aviation Organization cites ambitious hopes.

Richard Aboulafia, vice president of analysis with Teal Group, is more dogmatic. In a July commentary, he hazarded a guess: “the Iran post-sanctions aviation market will be good for exactly zero new aircraft.”

Aboulafia cited low oil prices reducing spending power; the wariness of aircraft finance houses over possible sanctions snapbacks; unexploited “back

This Iran Aseman Airlines Airbus A340-311, pictured at Mehrabad Airport in Iran, is among the aircraft types that stand to be replenished with more modern models, as long as finance and geopolitical hurdles don’t interfere.

10 Dubai Airshow News • November 9, 2015 • www.ainonline.com

SHA HRAM SHARIFI

Any progress that Iran hopes to make with new aircraft orders is likely take 12 months or even longer, as its economy continues to falter in a low-oil-price environment. Analysts continue to warn that the reduction of sanctions will be a complex, multifaceted process.

Iran is evidently keen to proceed with replenishing aircraft for its airlines, which include Iran Air, Mahan Air and Iran Aseman Airlines, but financing is unlikely to be readily available for the quality of aircraft it is talking about. Such financing also seems particularly optimistic given potential sanctions “snap-back” clauses in the event the Islamic Republic steps out of line again in future.

“Iran will buy a total of 80 to 90 planes per year from the two aviation giants in the first phase of renovating its air fleet,” Mohammad Khodakarami, the caretaker director of Iran’s Civil Aviation Organization (CAO), was quoted as saying in August

by Iran’s official Islamic Republic News Agency (IRNA).

“Based on this, the CAO has put the renovation of the country’s air fleet on its agenda. To the same effect, we will purchase planes from Boeing and Airbus in equal numbers,” he added.

According to the IRNA report, Khodakarami said Iran needs to add at least 80 new airliners to its fleet each year so that the total would increase to 300 within five years. Officials have previously announced that Iran would need 400 to 500 civilian aircraft worth at least $20 billion in the next decade to renovate its aging fleet.

French Prime Minister Laurent Fabius visited Iran July 29, meeting with Iranian President Hassan Rouhani, his counterpart Javed Zarif and several other ministers, to discuss

channels which could have allowed Iran to purchase aircraft if it really wanted them” during the time of sanctions; and “dismal brands” in the face of the Gulf super-connectors, to show that “an aging legacy fleet doesn’t necessarily indicate a strong replacement market. In fact, very often it indicates that there’s really no market at all.”

In an interview with AIN, Aboulafia substantiated his argument. “The OEMs are much too smart. No sober view supports the idea that [Iran needs] more than a handful of jets. The biggest thing: aviation is a global business. If I were an Iranian air traveler, why would I change my plans [of going through the UAE]?

“If there were demand for 80 to 90 jets a year, why haven’t they been taking them [through back-channel sources]? It costs a bit more, and involves gray market spare parts. The lack of the right replacements is a comment on bad economics more than political impossibility.”

Saffana Michael, Boeing’s spokesman in Dubai, was non-committal in August in response to a request from AIN for an update. “At this stage, I don’t think we have much to say.

We are awaiting guidance from the U.S. government on next steps, so nothing is imminent,” she said.

“The timeline for the lifting of sanctions against Iran is mid-2016, or the first quarter of the year at the earliest. It is going to take a while for Iran to carry out concrete measures and secure verification from the International Atomic Energy Agency. I don’t expect any Iranian aircraft orders before mid-2016,” Torbjorn Soltvedt, an Iran analyst at UK-based risk consultancy, Verisk Maplecroft, told AIN.

DMITRIY PICHUGIN

by Peter Shaw-Smith

“There will still be a trade embargo for U.S. companies, although aviation companies will be allowed to export,” he said, while adding that in the U.S., at least, several factors still make deliveries difficult. “There is strong bipartisan opposition in the U.S. to rapprochement with Iran. For U.S. companies, it will be extremely difficult to deal with Iran even under the current administration.”

Still, there is some acknowledgement inside the Iranian debate that even if OEM order slots become available next year, it will take around seven years for fresh metal to enter its fleets.

UAE Flights

Bigger players have not been slow to explore the Iran opportunity. Surprisingly, Tehran served as Emirates Airline’s sole Iranian destination until earlier this year–the airline began flights to the Iranian capital in 1990. It began flights to a second Iranian city, Mashhad, on September 1, with five weekly scheduled flights using Airbus A330-200 aircraft.

This does not reflect a lack of UAE interest in Iran: in addition to Tehran and Mashhad, Sharjah’s Air Arabia also serves Abadan, Isfahan, Lar and Shiraz. In addition to all these routes, except Abadan, Flydubai also serves Tabriz, Hamadan, Ahwaz and Bandar Abbas.

Speaking on the sidelines of the ATC Global conference in Dubai October 5, Emirates CEO, Sir Tim Clark, said increased penetration into Iran by the airline might be possible, after the Mashhad launch. “Obviously we are looking at that. We have four flights a day into Tehran. Whether or not we’ll go to regional points, like Bandar Abbas, Shiraz, Isfahan and others, we’ll have to see. We’ll have to see what the

Continued on page 12 u

uContinued from page 10

Iranians do with regard to the political arrangements, whether they will let us in or not,” he said.

“It’s not for us to say whether we are going to go to all these places: they have to allow us in.

And that’s a negotiation process: although they have a very

generous allowance of flights and carriers into Dubai, it’s not necessarily reciprocated.”

UAE Trade

The UAE claims to be Iran’s biggest non-oil trading partner.

It is also Iran’s biggest source of imported goods, worth more than $25.5 billion in 2014, while Iran is said to export goods to

Mahan Air still operates Airbus A300s, but that could change as recent reductions in sanctions promise better days for Iran.

But low oil prices globally and complex geopolitics make replenishing Iran’s airline fleets a complex, precarious process.

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12 Dubai Airshow News • November 9, 2015 • www.ainonline.com

SHAHRAM SHARIFI

Iran re-emergence

the UAE valued at just over $1 billion, according to the UAE Ministry of Economy.

“Last year, Emirates carried more than half a million passengers to and from Iran. The country also has 17 UNESCOregistered world heritage sites and plans to boost its total travel and tourism contribution to GDP to $8.9 billion by 2024 (or 7.5 percent of GDP), according to the World Travel and Tourism Council,” the airline reported.

Aviation Iran, a conference organized by Times Aerospace Events in partnership with Aerocomm Ltd and Access Group, will take place March 2-3, 2016, in Dubai. One focus of the conference will be air safety; during the period of sanctions the country has witnessed several air disasters that have plagued the aviation sector, many directly attributable to the dilapidated fleet.

In marketing its event, Times Aerospace Events said: “The lifting of sanctions will rejuvenate the aviation industry and provide a number of economic and social incentives. It is expected to lead to the creation of much-needed jobs for the local population; the re-appropriation of passenger volumes lost to regional and European carriers; and a boost to the domestic and international tourism sectors that would in turn create opportunities in the Iranian hospitality sector.”

“If sanctions are lifted on Iran and the country opens up, it will make a difference. The size of the difference I don’t know… [but] there is a lot of demand,” said Ken Gile, Flydubai COO. Officials at Dubai Airshow 2015 organizers, F&E Aerospace, said it already had a strong base of Iranian attendees at its various industry events, and that they’d continued to attend over the years in order to keep up with the industry and maintain relationships.

“Dubai Airshow welcomes all opportunities that encourage trade between our exhibitors and attendees, so we will be continuing to welcome Iranian attendees and delegates to our events,” an official said. o

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Iran presses on with regional jet plans

by Vladimir Karnozov Iran is studying the feasibility of producing a regional jet using technologies, and even airframe parts, acquired and mastered during the IrAN-140 program using national resources and in-house

capabilities. The study began in 2013, shortly after the establishment of the Iranian Aviation Technology and Knowledgebased Industries Development Headquarters (IATDH).

The Tehran-based government body is overseen by the country’s vice-president for science and technology, the post currently held by Soren Sattari, who led the Iranian delegation

to the MAKS’2015 airshow in Moscow earlier this year. At that time, he met with Russian President Vladimir Putin and other Russian governmental and industry leaders to discuss cooperation between the two countries in the aviation and space fields.

IATDH leads and coordinates efforts of various national scientific and industrial organizations

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with the aim of making the local industry more competitive and potentially capable of finding a position in the global marketplace. Tasks handled by the group are “conceptual, preliminary and detailed design of transport airplanes up to 150 seats.”

Toward that end, the Iranians have reached varied levels of development in a number of fields, including composite materials, turbojets, flight control and navigation systems, turbofan engines and full-authority digital engine controls (FADEC). Other projects include product life management (PLM) and product data management (PDM) in Catia software, and design and production of a GPS-Glonass receiver for aviation applications.

The Iranian industry has long wanted to launch production of a competitive regional aircraft design that would replace its airlines’ aging fleets of Fokker F27s, 50s and 100s. However, the high hopes held for the 48-seat Antonov An-140-100 turboprop did not come to fruition.

In fact, Iran’s HESA plant managed to produce only a dozen of the Ukrainian-designed airplanes. After brief revenue service with Safiran and other small local carriers, all the IrAN-140s found their ultimate homes with governmental and manufacturing industry structures.

Never easy, industrial cooperation between Iran and Ukraine in the aerospace field became more difficult to pursue and develop after the new regime in Kiev decided to follow a proWestern course. As a result, Iran has increasingly looked to Russia as its main partner on civil aviation programs.

According to an IATDH representative visiting Moscow earlier this month, Iran has started working on two passenger airplane designs. He told AIN that the first, a high-wing, fixed-gear design, would carry 12 to 19 seats. The second takes the form of a “completely indigenous” jet.

However, designers have based its structure on the An-140-100, from which the new design borrows fuselage sections, wings and empennage. Nominal seating capacity ranges from 68 to 72 passengers, achieved by adding plugs to the fuselage.

The IATDH representative said the concept accounts for only one of the options under study. Iran may choose to give up on the An-140 stretch “in the case Russia or other manufacturing nation offers a better solution,” he said. o

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Boeing sees widebodies dominate Mideast market

by Gregory Polek Given Boeing’s success in selling 777s to Middle East airlines, it should come as no surprise that the Chicago-based manufacturer’s executives consider the region primarily a widebody market. In fact, Boeing and Airbus agree: the future of the Middle East demand lies with larger airplanes, and Boeing’s latest market forecast reflects that sentiment.

According to Boeing’s 2015 Commercial Market Outlook, the Middle East will generate a demand for 1,740 widebody airplanes, or 55 percent of all units placed into the region until 2034. What Boeing classifies as medium widebodies, such as the 777X and 787-10, will account for 880 deliveries,

or 28 percent of the total, while smaller widebodies such as the 787-8 and 787-9 will account for 560 deliveries, or 18 percent of the demand.

Given widebodies’ high dollar values per unit, the actual value of deliveries will weigh even more heavily toward the big twins as opposed to 737s or Airbus A320s, according to Boeing vice president of marketing Randy Tinseth.

“There’s actually more widebody demand than singleaisle demand, which makes it an anomaly,” said Tinseth. “I don’t think there are any surprises there. The Mideast continues to grow, especially internationally, at 10 percent rates. And they have fleets on order and

Gulf Air became the first full-service airline to carry passengers into Al Maktoum International Airport in 2013.

Emirates’ Boeing 777-300ERs serve as the backbone of its midsize widebody fleet.

on option that will help them continue to grow at those rates...

But those things will moderate over time.”

In fact, Boeing’s forecast calls for a 6.2 percent growth in passenger traffic over the next 20 years. If the projection holds true, the Middle East market will grow at a faster pace than even Asia, for which Boeing predicts a 6.1 percent annual growth rate.

Situated at the crossroads between Asia, Africa and Europe, airlines in the Middle East have used their geographic positions to their advantage. About 80 percent of the world’s population lives within an eight-hour flight of the Arabian Gulf, allowing carriers to collect traffic at their hubs and offer one-stop services between many city pairs that would not otherwise enjoy such direct itineraries.

Partnerships of various kinds also feed Middle East hubs but no single strategy has emerged dominant. Organic growth with selective code-sharing, equity stakes in a range of out-ofregion carriers and traditional alliance membership all create opportunities to coordinate schedules across national boundaries, further enhancing the appeal of services connecting the Middle East.

Even the region’s low-cost carriers have shown a penchant for innovation, reducing short-haul fares, establishing cross-border subsidiaries and developing mobile booking portals to improve access to air services.

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16 Dubai Airshow News • November 9, 2015 • www.ainonline.com

That business model continues to evolve as carriers broaden offerings to include business-class seating and expand networks into previously underserved areas such as the CIS. But while Boeing’s predictions for the Middle East suggest a rosy future, variables such as geopolitical turmoil and uncertainties over infrastructure development could, of course, cloud the outlook.

Barriers to Growth

Still, Tinseth spoke in unambiguously upbeat terms about the region, preferring to characterize potential hindrances to growth not as barriers, but rather challenges not unlike those faced by much of the world.

In the Middle East, large sections of airspace remain under military control, reducing the airspace available for commercial traffic. Meanwhile, the region’s air traffic control (ATC) systems lack a central authority, leaving operators to contend with a patchwork of rules, agencies and processes.

“Like we see in the European and American markets, a lot of improvement can be made with the new air traffic management system and those investments have yet to come about,” said Tinseth. “It’s been slow in every market because these are decisions made by national governments and across different regions. This is the ultimate political hot potato.”

Airport infrastructure presents another challenge in

the Middle East, and several projects have fallen behind schedule, said Tinseth, who nevertheless highlighted “big commitments” to improving matters. Authorities have scheduled or begun important new projects right across North African and the Middle East, from Cairo to Tehran, Kuwait, Oman, Qatar and Saudi Arabia, and in the UAE. Al Maktoum International Airport in Dubai, stands as perhaps the most ambitious.

Although it began operations in June 2010, the timing of the planned move of Emirates Airline’s passenger operations from Dubai International Airport remains uncertain, leaving Al Maktoum to serve largely as a cargo hub and host a few, mainly low-fare, passenger operations.

According to Marty Bentrott, Boeing Commercial Airplanes vice president for sales for the Middle East, Russia and Central Asia, the biggest barrier to growth for Emirates resides with slot limitations at Dubai International. “They’d like to see things shift sooner rather than later, but there is investment that has to be made… there’s infrastructure that has to go in there and they have to get some of the other airlines to move out, and that’s not always an easy task,” said Bentrott. “Our discussions had been around assumptions of the 2023, 2024 time period, and then there had been some talk about ‘could it be sooner?’ It is a bit of a moving target.” o

Textron’s civil, military products on display Textron (Chalet A43-45) is here at the Dubai showcasing its military and commercial products through its Textron Aviation, Textron AirLand, Bell Helicopter and Textron Systems businesses.

Making its regional debut, Textron Aviation’s Cessna Citation Latitude business jet is here at the Dubai Airshow. It features a 2,850-nm range and a six-foot-high cabin, despite being classed in the midsize category. It was FAA certified in June.

Turboprops are also part of the static display, such as the special-missions-configured Beechcraft King Air 350ER and Cessna Grand Caravan EX. In the former aircraft, the forward cabin has four seats and two tables in a club arrangement, while the aft section is a medical station. The latter aircraft’s cabin combines passenger seats, a surveillance console and a medical stretcher. The Beechcraft AT-6 Wolverine turboprop single is

Textron Aviation’s offering in the light-attack category.

The Scorpion, displayed here as a model, is designed as an affordable military jet.

Its target acquisition price is $20 million and hourly operating costs have proven to be below $3,000, according to Textron AirLand. In an ISR mission, the twinjet can spend more than five hours on station within an operations radius of 150 nm. A centerline bay and an open electronic architecture accommodates sensors in a “plug-and-play” format, according to the manufacturer.

Textron Systems is exhibiting its Shadow M2 tactical unmanned aircraft system (UAS). The new version can fly at a higher altitude and offers flexible payload configurations.

The Aerosonde small UAS as well as the G-Claw and Fury precision-guided weapon systems will also be on display. o

DAVID McINTOSH

by Thierry Dubois

Appearing at Dubai following its successful participation in a NATO exercise, the Beechcraft AT-6C was named ‘Wolverine’ in June.

Wolverine on the loose in Europe

by David Donald During September, the Beechcraft AT-6C Wolverine light attack and reconnaissance aircraft completed its first NATO exercise. Held at Namest in the Czech Republic, Ample Strike 15 was a multi­ national exercise that integrated air and land forces, and was primarily focused on training for more than 100 NATO JTACs (joint terminal air controllers).

As well as the Wolverine, fixedwing assets included Slovenian Pilatus PC-9s, a Learjet and PC-9 target facilities aircraft from Germany, a Slovak L-39, plus Gripens and L-159s from the Czech air force. U.S. Army

AH-64 Apaches and Czech Mil Mi-24/35s were also involved.

As part of the exercise the AT-6C flew seven operational missions, during which 35 successful engagements against adversary forces were undertaken. The scenarios included live-firing; helicopter forward and arming refueling points; smoke; and kinetic blanks.

“This was an important mission for the Beechcraft Wolverine,” said Russ Bartlett, president, Beechcraft Defense Company (Chalet A45). “It was the first participation in a major day/ night operational exercise, as well as the first overseas

operational demonstration.”

As well as its exercise par­ ticipation, the AT-6C performed a number of customer demonstration flights while in Europe.

It is now on show here at Dubai as part of the Textron static display. The aircraft is a derivative of the T-6 Texan II trainer, but is fully missionized for the light attack and reconnaissance role. Key features are a CMC Esterline Cockpit 4000 avionics suite, Pratt & Whitney PT6A68D engine, a Lockheed Martin mission system based on that installed in the A-10C, and an L-3 Wescam MX-15Di sensor/ designator turret. o

Jet Aviation invests in Basel completions

MARK WAGNER

by Charles Alcock

COVERING ALL THE ANGLES This image of a flydubai Boeing 737-800 on static display highlights its colorful paint scheme and winglets designed by Aviation Partners.

Jet Aviation (Chalet A11-A12) is expanding its private aircraft completions center at Basel in Switzerland. The addition of almost 3,700 square meters (40,000 sq ft) will create more space for dedicated finishing and integration activities, as well as increasing the manufacturing capacity of its cabinetry shop.

Construction work is due to be completed in the first quarter of 2016. Jet Aviation also is investing in new equipment, including additional CNC machines for cabinetry and glue, spray and paint facilities to support finishing operations.

“The prospect of available and extremely suitable expansion space at Basel Euroairport was in line with our long-term growth objectives, and opportune,” said Jet Aviation Basel Completions Center senior vice president Neil Boyle. “We are pleased to invest in this additional capacity to uphold our tradition of executing all elements of a bespoke interior in-house, where we are better able to monitor and control the quality of

production and craftsmanship.”

Jet Aviation’s Basel facility recently delivered a brand new Airbus ACJ A340-600 that it had fitted with a VIP cabin interior for an undisclosed client in Eurasia. This was the company’s 18th delivery of a completed Airbus aircraft since 1999, and the work was carried out under a European supplemental type certificate for private operation of the four-engine jet.

The A340 is fitted out to carry up to 121 passengers, with a cabin that features a forward galley; dining and lounge areas;

a master bedroom and en suite bathroom with shower; a second bedroom with its own bathroom; an office; first class seating and dining areas; a mid-galley complex; staff seating area; and aft galley.

Jet Aviation’s technicians integrated a comprehensive humidification system into the cabin to improve passenger comfort. The aircraft also features an inflight entertainment system, including satellite TV and a wireless local area network linked to primary and alternative satcom systems with high speed data. o

Jet Aviation is expanding its VIP aircraft completions center in Basel, Switzerland.

www.ainonline.com • November 9, 2015 • Dubai Airshow News 17

CONTRASTING COLORS

DAVID McINTOSH

An Airbus A350 XWB in a monochromatic paint scheme contrasts with the multi-colored smoke from the Al Fursan aerial demonstration team practicing its routine. The aircraft is on the static display, beside other members of the Airbus product line.

Hadid names Brit as CEO

Farsound targets Middle East

by Peter Shaw-Smith

by Charles Alcock

In an unusual move, Hadid Interna- reputation and service-delivery so we are tional Services, the flight support compa- the front-runner.”

Hadid said Culver had experience in ny, has announced the appointment of a British CEO, Brian Culver, effective No- global disaster-response, had held previvember 4. The appointment is out of the ous industry positions as head of security and ground operations ordinary for the region’s both as a consultant and a tight-knit flight-support incorporation employee, and dustry, with its roots mainwas a general manager in ly in Syria and now largely Germany and France, overcentered in Dubai. seeing aviation support serHadid’s president, vices at airports and for Baha E. Hadid, founded airlines at major airports. the company in Syria Hadid provides permits, more than 30 years ago, fueling, charter, handling and spawning several competflight planning, as well as a itors, all with close ties to worldwide concierge service.

Damascus but now cenCulver said his predetered in Dubai. cessor, Mohammad Abu Culver told AIN in an Libdeh, had not departed interview last Thursday, “I the company, but would conhave known [Mr.] Hadid tinue to contribute. “He now for the last five to six Brian Culver, Hadid’s new CEO has an important role as an years. I met Hadid when working on a project based in another executive director on the board,” he said.

Culver, who has done stints at British Middle East country. I’ve been helping them with some support work over the Caledonian and Continental Airlines in Europe, said he would look for new last five months.

“This is a great company, with many opportunities to serve clients. “It’s all opportunities. Sometimes, somebody about the flight, but there is a lot of who comes in from outside with an open activity for clients prior to and after this. mind [can make a difference]. The aspi- There are many opportunities to service o ration is to develop Hadid to enhance its those requirements.”

The Middle East is now a key growth market for supply chain and logistics specialist Farsound Aviation (Stand 2235).

The UK-based group recently appointed Jameel Ul Rahman as its new Abu Dhabibased business development manager.

It is now more than three years since Farsound Aviation was established as a parts supply business alongside its sister company Farsound Engineering, which does machined and sheet metal fabrication. The company found that manufacturing clients were increasingly asking for parts such as gaskets, fasteners and bearings that went with these sub-assemblies and that led it into the service and support sector.

“We are very engine-focused, and engines account for about 90 percent of our [spares and parts] business,” explained Farsound Aviation managing director David Skinner. “Service is

what sets us apart. Maintenance, repair and overhaul work is very erratic and parts needs are hard to predict, so we work closely to understand what our customers will need and hold the right inventory for them, in some cases at their own facilities.”

Farsound holds AS9100 certification, as well as approvals from individual customers like Rolls-Royce and Pratt & Whitney. This means the company is accredited to buy parts from these manufacturers, helping to achieve a parts availability rate of more than 99 percent most of the time. In the UAE, its main customer today is engine support group TS&S (formerly ADAT).

“The art of this business is knowing what customers need before they know it and being one step ahead, which takes a lot of cost out of the process in terms of money and time,” concluded Skinner. o

Global flight management provider Hadid International Services has increased its network in Africa with the announcement that it has established a new office and will provide full supervisory capabilities at Djibouti International Airport. Due to the unsettled political situation in the region, which has resulted in an increasing number of flights landing in and overflying the small African nation, the Civil Aviation Authority designated Hadid to take control of all permit requests.

Since the beginning of the year, Hadid has served its customers more than 350 times in Djibouti, supporting them with procedures such as obtaining overfly and landing permits, handling services, refueling, hotels and airport transfers. The country, strategically located on the travel routes between the Middle East and Africa is well positioned as a technical stop. In 2014, Djibouti International saw more than 250,000 passengers on more than 7,000 scheduled stops, as well as 1,200 non-scheduled landings.

The news follows recent announcements of Hadid offering business aviation supervisory activities in Ethiopia, Niger, Algeria, Kenya and the Republic of Congo, on its way to covering the entire continent. The Dubai-based company has been providing ground-handling services for more than 30 years, and its staff supervisors speak English, French, Arabic, Spanish, Italian, and Mandarin as well as local African dialects such as Swahili. –C.E.

18 Dubai Airshow News • November 9, 2015 • www.ainonline.com

MARK WAGNER

Hadid Expands African Service Network

RED TAILS A Petroleum Air Services CRJ900 Next Gen (foreground) is on static display as part of Bombardier’s presence at the Dubai Airshow. It’s parked next to one of the company’s newest offerings, the CS100, shown in Swissair colors.

Comac rolls out C919, but program timeline still lags After seven years of development marked by repeated delays, China’s new C919 airliner is ready to start ground testing of its avionics, flight controls and hydraulics systems. It made its debut in a roll-out ceremony on November 2.

Developed by state-run Commercial Aircraft Corp. of China (Comac), the narrowbody rolled off the assembly line in the manufacturer’s Shanghai factory to a crowd of some 4,000 government officials and representatives of foreign program partners. The new twinjet promises a range of just over 3,000 nautical miles (5,555 km) and will be able to seat between 158 and 174 passengers.

Comac believes the C919 will challenge the market dominance of Airbus and Boeing. The company believes it can sell up to 2,000 of the new model over the next 20 years.

However, questions remain as to whether the Chinese group can get the C919 into production in a timely enough way to meet demand from airlines. They now have the option to upgrade to the new A320neo and Boeing 737 Max

aircraft. The C919 program has been plagued by a series of setbacks, including technology and supplier problems, which pushed back its maiden flight, originally scheduled for 2014, to late 2015.

At the roll-out, Comac chairman Jin Zhunaglong said that the aircraft’s maiden test flight is now scheduled for 2016, but he declined to be more specific.

Foreign program partners have told AIN that they are not permitted to comment on the shifting timeline for the program.

However, Comac officials, speaking on condition of anonymity, said they were still a long way off from having a complete aircraft ready to fly.

As for deliveries to airlines, Comac said in May 2014 that first delivery would be in 2018 but has since declined to provide an update. The subject was not brought up at the roll-out, however the same officials close to the program said delivery could be delayed to 2020.

Despite uncertainties, Comac said the C919 has amassed 517 orders and commitments from 21 customers, including seven Chinese airlines, two foreign

MARK WAGNER

by Jennifer Meszaros

REDUCED SILHOUETTE A Bell Boeing V-22 Osprey on display at the air show is shown with its distinctive largediameter rotors folded so the nacelles can be rotated as they would be in forward flight.

carriers and 12 aircraft leasing firms.

Among the foreign customers, Thailand’s City Airways has ordered 10 C919s, GE Capital Aviation Services has signed on for 20 jets and PuRen Airlines (a Germany-based, Chinese-backed startup) has signed a letter of intent for seven aircraft.

Although, the C919 is made in China, there is significant Western content in the aircraft. That includes input from engine maker CFM International (a joint venture between

GE Aviation and Snecma), which is providing its new Leap-1C turbofan. Other systems are provided by Honeywell, United Technologies’ subsidiary Goodrich, Rockwell Collins, Liebherr, Zodiac Aerospace, Meggitt, Eaton and Parker Aerospace.

Here at the Dubai Airshow, the Chinese industry participation falls under the umbrella of the government’s China National Aero Technology Import & Export Corp. (Catic), located at Stand 820. o

www.ainonline.com • November 9, 2015 • Dubai Airshow News 19

QATAR EXPANDS ITS FLEET IN A BIG WAY

MARK WAGNER

Two years ago, at the Dubai Airshow 2013, Qatar Airways announced it would buy 50 Boeing 777s. Last year, the carrier placed its first Airbus A380 in service. One of those double-deck airliners is shown being towed into its display position at this year’s show, highlighting the carrier’s growth, as well as that of other Middle East airlines.

Honeywell’s tech on display

by Thierry Dubois & Charles Alcock Visitors to the Honeywell Chalet (A6) at the Dubai Air Show will be able to experience a wide range of the U.S. company’s cockpit and cabin products through virtual reality and 3D scenarios, even though the company does not have actual products on display.

Among the products visitors can “experience” is the Honeywell Integrated MultiMode Receiver (IMMR), an all-digital navigation radio that integrates multiple navigation functions into a single receiver, while reducing size and weight up to 50 percent compared with current units, according to the system manufacturer. It was designed to make it easier for pilots to fly more complex and precise flight paths and approaches by using GPS satellites to pinpoint the aircraft’s position.

The latest procedures and systems supported by the IMMR include satellite-based augmentation systems such as WAAS and EGNOS, required navigation performance-authorization required (RNP-AR) and GPS landing system (GLS) category I. The IMMR’s software can be upgraded to support, in future, GLS Category III approaches. GLS category III enables pilots to fly and land the aircraft in lower visibility, comparable to the minimums available with an ILS Category III approach. The system is provisioned to support multiple satellitebased navigation solutions–beyond GPS. The Aspire product line is Honeywell’s family of next-generation satellite communications systems that enable concurrent voice and data communications to and from the cockpit over the Inmarsat and Iridium satellite networks.

Honeywell claims to have reduced the

size of the system, which provides significant weight savings over current-generation satellite communications hardware.

It is designed to potentially replace HF radio communications in future.

The Intuvue 3D weather radar now has the Hazard 2.0 feature set, which adds a predictive hail and lightning algorithm. The system gives pilots better information, faster, so the crew can make quicker decisions to reroute around bad weather. Hazard 2.0 builds on this with longer-range turbulence detection (60 nm). Saudi Arabian Airlines was one of the first carriers to select Intuvue.

Easing Pilot Workload

The new Honeywell Flight Management System (FMS) datalink service provides pilots with access to continuously updated wind and temperature information. This should allow them to further optimize the vertical profile of a flight and improve fuel predictions. The service uses Honeywell’s global data center.

Earlier this year, Honeywell introduced its new Weather Information Service, which runs on a tablet app and allows pilots to anticipate and avoid flight paths with heavy turbulence. The system, which works in tandem with the Intuvue weather radar, gives pilots graphical weather updates along the planned route, without the need to rely on radio dispatch.

According to James Bryson, Honeywell Aerospace’s president for Europe, the Middle East, Africa and India, one of the group’s key priorities is to help the industry boost air traffic management capacity and minimize delays for its customers.

Key tools in this respect are its SmartPath

20 Dubai Airshow News • November 9, 2015 • www.ainonline.com

ground-based augmentation system (GBAS), as well as the SmartRunway and SmartLanding technologies, which are already in use with local carriers like Emirates Airline.

“This is the sort of leading edge technology that allows airlines to increase capacity safely,” Bryson told AIN. “At the same time we’re also helping to improve gate turnaround times at airports with a wide array of technologies including improved security systems and barcode scanning. And we’re working on ways to better connect ground services.”

Honeywell also is helping Middle Eastern operators to comply with urgent new mandates such as the new TCAS 7.0 traffic collision avoidance system.

The implementation deadline for this is December 15, 2015.

Middle East airlines also have been among early adopters of advanced satellite communications technology, with Oman Air being the first customer for Honeywell’s MCS-7200 Inmarsat SwiftBroadband system in 2009. Qatar

Airways recently signed up for the company’s new GX Aviation service for its Airbus A350 fleet.

In September, Honeywell expanded its portfolio of specialist aviation software with the acquisition of Aviaso, which offers systems to help airlines achieve greater fuel efficiency. The software, developed at the Swiss-based company’s technical facilities in Bulgaria, also helps operators to manage and report engine emissions.

In a bid to further improve customer support in the Middle East, Honeywell recently signed an agreement with the Al-Raha Group for technical services covering the distribution of spare parts for mechanical and avionics products in Saudi Arabia. The arrangement means that Saudi aircraft operators will no longer have to wait for spares to be shipped from the U.S. Other recent improvements to Honeywell’s support capabilities include component and parts distribution arrangements with Transworld Aviation (Stand 1040) and Abu Dhabi Aviation (Stand 1120). o

Honeywell’s Intuvue family of advanced 3D weather radar systems for civil and military aircraft combines traditional features with turbulence detection, automatic flight path-based hazard assessment and more.

Zodiac’s Focus program targets production woes

by Caroline Bruneau French component supplier Zodiac Aerospace (Chalet A60) is facing its toughest situation

since selling its nautical business in the 1970s. Current operating revenues are down to €549

million (around $700 million) in operating income, a shortfall of 40 percent for 2014/2015 in comparison to the last fiscal year.

Zodiac’s main problem right now is its inability to keep up with deliveries of its airliner seats. One of the world’s biggest suppliers next to B/E and German company Recaro, Zodiac is causing its

shareholders great concern, but more importantly, making customers very unhappy.

From the 6,000 packs (one pack is equivalent to three economy seats) that were backordered as of the spring, Zodiac has managed to reduce this backlog down to 1,700 seats by September–a big improvement.

But the company had promised

Swiss Excellence in Business Aviation

to fully resolve the delay by the end of August.

“We acknowledged that delays have not been reduced any further since June because of a problem on the certification of some seats in August, which is really bad timing,” PierreAntony Vastra, head of communications, explained to AIN. Delays are making customers worldwide very unhappy with the French company. Some have lost trust, as reported in the French press. Fabrice Bregier, Airbus CEO, described the seat problems as “unacceptable,” sending Airbus experts to Zodiac’s production unit in Santa Maria, California–which specializes in business and first class seats, and ranks as the center of the seatdelay crisis. To help alleviate the bottleneck, Airbus experts are there to help engineers improve the production processes.

Other customers, however, have already decided to take even stronger action. American Airlines decided in September to bring the case in front of a judge, resulting in the cancellation of part of the contract it had with Zodiac Aerospace.

Zodiac is currently facing the consequences of rapid and steady growth in demand that has pushed its capabilities to their limits. “Each factory and production unit had a lot of independence,” a Zodiac spokesperson explained, going on to say that bad reporting and inappropriate stock management led to the problems with seat production.

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The difficulties Zodiac is facing are not restricted to the seatproduction issues. Overall, three branches have been targeted for improvement, including: seats; cabin interior components; and aerosystems, which includes both the former aircraft division and aerosafety. The company has responded with its “Focus” plan, launched last spring after the first warning was sounded on the production problem.

Focus is now reaching all areas of the group.

A new position of operating director has been created to plan and organize all the resources of the group, controlling and consolidating operating processes in all areas. One benefit is that qualified employees will now be able to move more easily to different jobs within the group, thanks to new common processes. The next update will be on November 24, when Zarrouati will have to present the fiscal year result. o

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Boeing boosts Indian manufacturing

by Neelam Mathews government during a global summit, “India’s Time to Fly,” held in Delhi last month [October] when he announced that Boeing was “much closer to having final assembly [of] Apache or

Chinook helicopters here.”

McNerney added: “That will play out, and that is our strategy. Companies like Boeing are always on the lookout for competitive advantages that come

DYNAMATIC TECHNOLOGIES

India’s aerospace design and manufacturing industry is finally coming home to roost. Boeing (Stand 900) chairman James McNerney echoed confidence in the industry and the new

In 2013, Boeing placed its first CH-47 Chinook helicopter contract in India with Bangalore-based Dynamatic for aft-pylon and cargo ramp assemblies.

with innovative new technologies and long-term partnerships.” He said India, with its broad, deep engineering capability and skilled workforce, was a natural partner “that offers us the long-term opportunities…”

The statement came on the heels of India finalizing an order with Boeing in September for production, training, and support of 22 AH-64E Apache attack helicopters and 15 CH-47F Chinook heavy-lift helicopters. It is the 14th nation to select the Apache and the 19th to select the Chinook.

“All capabilities are here in programs I want to make sure get done, even assembling entire airplanes–wings fuselages, systems, avionics and software that is in some ways are more sophisticated than structures,” McNerney said.

He cautioned, however, the two governments had to agree to “what technology they will share or not. Generally speaking, the more cutting edge the technology, the less sharing there will be.”

The process may have begun earlier this year, when Boeing’s Tier 1 partner, Bangalore-based Dynamatic Technologies, produced the first set of aft pylon and cargo ramp assemblies for the CH-47F. McNerney said it was likely India would release a fighter campaign over the next couple of years. “Our approach will be to take a current state-of-theart fighter and bid. Boeing will propose making the plane here [implying the F-18].” He added the modern production system and techniques would add value to India “as the capability can go into many industries in India.”

While issues relating to intellectual property, dispute resolution, bureaucracy and punitive taxes need resolution, McNerney was optimistic: “We are being listened to and working on these core regulatory issues…We thought they’d never be resolved, but…things are changing and that is an encouraging feeling.” o

26 Dubai Airshow News • November 9, 2015 • www.ainonline.com

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Etihad Airways’ MRO arm calls on decades of experience

by Peter Shaw-Smith One of the UAE’s foremost enginerepair specialists is forging a new ­identity as the MRO arm of Etihad Airways, the national airline of the UAE. Etihad Airways (Chalet A47) acquired aircraft maintenance services provider Abu Dhabi Aircraft Technologies (ADAT) in May 2014,

renaming it Etihad Airways Engineering (EAE). EAE has three decades of MRO experience, employs staff from more than 50 countries, and has MRO capabilities on all major commercial aircraft types.

EAE’s site is based close to Abu Dhabi International Airport, the airline’s global

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Etihad Airways A380 inside EAE’s MRO hangar.

hub. Etihad Airways line maintenance stations are located at 11 stations around the globe and supported by EAE. Its teams also travel to airports around the world, in cases where an aircraft is not in a position to fly to Abu Dhabi.

Susan Omar, EAE’s communications manager, said, “2015 was a pivotal year as EAE was established and its MRO strategy finalized. We launched various projects for productivity and process improvement of back shops and hangars, and focused on developing new facilities like a new paint hangar and B787 MRO heavy maintenance checks and technical training.”

“EAE is the first port of call for the entire Etihad Airways fleet, including the A380s and the 787s. We also serve fleets of Etihad Airways Equity Partners and some legacy capability, such as the 767s,” she said.

EAE had facilitated the entry into service of Etihad Airways’ A380s and 787s and carried out the MENA region’s first 787 heavy maintenance C-check, she said. This was on a LATAM Group 787, which took delivery of its first such aircraft, a 787-800, in August 2012.

“This was the first C-check carried out in the Middle East region, and provides a strong endorsement of the inherent quality and skill of the team involved, and of our dedicated MRO facilities,” said Jeff Wilkinson, senior v-p technical, Etihad Airways. EAE has now done C-checks on two more LATAM 787s, the last being completed in October. LATAM Group is South America’s largest airline group with 300 aircraft, and 230 more on order.

EAE established an engine-production and quick engine-change to handle every engine type in the Etihad Airways fleet. Aircraft painting capacity has doubled, enabling painting widebody aircraft up to 777s and A340s.

The company has a close working relationship with sister Abu Dhabi-held MRO company, SR Technics, owned by Mubadala Development Corporation, Omar said. “SR Technics is one of our many key suppliers.” Omar said that EAE did not have a formal VIP completions business, but did occasionally carry out maintenance on VIP aircraft.

“The design, engineering and innovation team at EAE achieved two major milestones with EASA and GCAA approvals for the new Part 21 design organization and submission of documentation and manuals for Part 21J major cabin modification approval,” she said. o

by Peter Shaw-Smith Every so often, a maverick comes mirroring of Lapidus’ thinking, Emirates, along in the aviation industry who makes which will always be one of Amedeo’s everyone sit up. That happened at the main customers, recently announced that Singapore Airshow in February 2014, it was creating a new configuration for a when Mark Lapidus, CEO of Amedeo, number of A380s that would incorporate placed an order with Airbus for 20 A380s. only two classes, dropping first class.

To date, however, he has not succeeded in Emiriates cofounder Sir Tim Clark leasing the aircraft to a single operator. told reporters on the sidelines of the ATC As one of the world’s biggest proponents Global conference in Dubai on October 5, of the A380, Lapidus stands to lose more “We will have 15 two-class aircraft. The first than just a lot of money if his gamble will arrive in December, and Copenhagen does not come together. on December 1 is the first “[Our] efforts to flight we will put it on. It place [the] 20 A380s are will go on those routes intense, challenging and that will take it, of which continuous, but they there are many.” will come to fruition,” Daunting Economics he told AIN confidently “The best A380 is over in an exclusive pre-show 600 seats, 11 abreast, with interview. “I am canpremium upstairs. To me, did about what the chalthat is the definition of lenges have been. We are a workhorse. Creating looking to widen the more segmentation in discussion.” your aircraft is something AIN reported at the that will generate higher time the order was placed yields,” Lapidus said. that the schedule called “Two B777-300ERs for delivering five or six have similar seat capacity of the aircraft a year Mark Lapidus, CEO, Amedeo as one A380. Replacing between 2016 and 2020. the two with the one on Lapidus said, “I would hope that in 2016, a U.S. carrier would join a 12-hour route will save about $33 milthe A380 family. I certainly hope that by the lion per year,” he claimed. “That would be end of this year we will have new customers. pure profit.”

On the face of it, Lapidus’s rugged “The A380 will work beautifully for Delta or Virgin Atlantic. [Delta] can start espousal of the behemoth makes a lot using London Heathrow as a hub in the of sense. Emirates has proved time and same way Emirates uses Dubai as a hub again that it’s a good idea to launch a route with a 777, add a second as freto the sub-continent.”

Amedeo incorporated in June 2015 quency heats up, and then replace them after the company’s split from German with a single A380.

It’s just difficult to find examples of asset manager, Doric GmbH. “Amedeo Aviation Four Plus [AA4+] is an ongo- any other airline that has been able to get ing open-ended co-investment vehicle for nearly as comfortable with taking on the us,” said Lapidus. “While we were Doric, aircraft’s sizeable acquisition and operit created the DNA vehicles, DNA 1 and ating economics. As of 30 September, DNA 2. Doric Lease Corp. [the interim Airbus said A380 orders totalled 317, breakaway entity created by Lapidus] set with deliveries at 171, operators at 13 and up DNA 3, which then became Amedeo. customers at 18. Taking Emirates out of We separated completely in February the equation, the numbers are: orders 2014 with the unwinding of the remain- 177, deliveries 104, operators 12 and customers 17. While Emirates has ordered ing cross-shareholding.”

Amedeo’s assets under management 140 of the aircraft, other customers have today include four A380s in DNA 3 and on average made commitments for just three A380s in AA4+, with a fourth more than 10 apiece.

A number of aircraft lessors who spoke to be delivered this month, Lapidus said. AA4+ has raised $300 million with AIN on the eve of the Dubai show of equity–Amedeo is backed by pri- said the economics of the A380 are too vate equity firm Pine Brook Partners. daunting for them to consider. “The A380 “DNA 3 was the first transaction in is a very specialized aircraft. It doesn’t fit June 2013. Among those two transac- our investment criteria,” said Ahmad Al tions, we have raised about $1.5 billion Zabin, CEO of Kuwait’s Alafco.

Firoz Tarapore, DAE Capital’s CEO, of debt,” he said.

Lapidus has obviously thought a lot told AIN in an interview, “We are surabout the aircraft’s economics in relation prised that it hasn’t gained more tracto the U.S. legacy carriers, who are cur- tion among a very broad operator base, rently locked in a struggle with Emirates and we hope that changes and that and its Gulf counterparts. In an uncanny Airbus are successful in gaining more

Vocal Criticism

Richard Aboulafia has been one of the A380 program’s most vocal critics since inception. His views have not changed in the past two years. “I don’t see any way out. There is no way a modern, well-run company would agree to rescue this [aircraft] program,” he told AIN. He concedes that the two-class configuration does alter the dynamics of the situation, but not radically. “Emirates is looking at adding more seats on a few planes,” he said. “For medium-haul routes to slot-constrained airports, it might make sense. Will anyone else follow, or will EK do more than a few planes this way? I doubt it.”

Aboulafia stands by his fundamental

criticisms of the program. “None of this A380 debate makes any sense at all. This is a young plane. Yet everyone has ideas on how to save it. Different engines. More seats. Will anything work? Has there ever been a plane this young that anyone thought needed major changes in order to make it work?

“Of course, it’s all moot at this point.

A380 orders have all but vanished, and the real backlog–excluding [orders such as the speculative ones made by] Amedeo–is down to around 25 planes, excluding Emirates. So, Emirates will continue to take 12-15 planes per year, and the other handful on backlog will support another few years of production. Unless something changes, that’s the future.”

“The A380 is still doomed, but they saved it from being a complete disaster, as opposed to merely being a non-success. My forecast then was the same as it is now: this thing dies in 2020.”

Lapidus is dismissive of Aboulafia’s comments. “He is very biased [towards Boeing]. His remarks about the A380 border on the not-polite,” he said. Lapidus believes, on the contrary, that U.S airlines could learn from Emirates and should be ordering A380s. He concluded, “…they should have a clearer vision of what they are going to be doing in the future.” o

MEAN AND GREEN Here at Dubai 2015, the UAE armed forces are displaying this distinctive tandem-rotor CH-47 Chinook heavy-lift helicopter. Despite being a design dating to the 1960s, the type remains in production.

MARK WAGNER

Lessors, industry divided over Airbus A380’s value

traction for that aircraft. It would be difficult for us at this time to find a way to introduce it to our portfolio.”

International aircraft lessor Novus Aviation Capital used finance leases to place three A380s with Emirates and two with British Airways in 2013-14. Hani Kuzbari, Novus’ managing director told AIN, “On operating lease, we are not yet comfortable with the A380. On financing the right credit, we will finance-lease the A380. We need to see more activity on the aircraft before we get comfortable buying [it]. It is not a liquid asset.”

www.ainonline.com • November 9, 2015 • Dubai Airshow News 29

As Middle East airlines thrive, service, routes and options grow

by Peter Shaw-Smith As the region’s biggest country, it’s rea- order or option, Qatar has 100 Boeing sonable that Saudi Arabia would be the 777Xs, 76 Airbus A350s and 37 Boeing biggest mover and shaker in Middle East 787s (including options) on order. Qatar aviation. But the UAE has taken that role Airways Group employs more than for itself. In addition to Emirates Airline 39,000 worldwide, of which more than and Abu Dhabi-based “national car- 23,000 are airline employees.

In addition to hatching plans for flights rier” Etihad Airways, Flydubai and Air to Ras Al Khaimah, the UAE’s north-eastArabia also are thriving.

Today, Etihad owns stakes in airber- ernmost emirate, Qatar Airways also flies lin, Air Serbia, Air Seychelles, Alitalia regularly to Al Maktoum International and Jet Airways, in a new model for inter- Airport, at Dubai South (formerly Dubai national participation by a Gulf airline. World Central). “Ras Al Khaimah is due Its debt-raising exercise with its equity to launch on February 2, 2016. All our airline partners last September was over- UAE flights have been doing very well: subscribed, eventually raising $700 mil- Dubai, DWC and Abu Dhabi are some of our most popular routes,” said Brian lion to fund expansion.

Thomas Ashby, a spokesman Etihad also is seizing the for Qatar Airways. opportunity to spread its culture: In August the airline said Saudi Arabia almost 200 partner-airline pilots are seconded to Etihad, In Saudi Arabia, Sulaiman including 52 pilots from airberAl Hamdan, former CEO lin, 41 from Alitalia, 63 from of private-sector-run NAS Jet Airways, 25 from City Liner, Holding, was appointed presifour from Swiss-based Darwin dent of the General Authority Airline and six from NIKI. for Civil Aviation (GACA) in Etihad introduced its new the New-Year shake-up accomBoeing 787 Dreamliner on the panying King Sultan’s accesAbu Dhabi–Zurich route in July. Etihad Airways president sion. He was quick to spell out It continues to diversify its port- and CEO James Hogan the tone of his tenure, particufolio of global funding sources larly on Saudi Arabian Airlines and last year expanded its range (SAA, more commonly known of borrowing relationships to as “Saudia”). “All Saudia more than 75 lenders, investors board members and employand lessors. During 2014, Etihad ees are required to exert greater secured $3.5 billion in debt fundefforts to achieve the airline’s ing from the markets. strategic objectives in terms of Etihad’s A380 is configimproving performance and ured for 417 seats in economy enhancing services to passenclass, 70 in business class and gers,” he was quoted as saying nine first-class areas known as Capt. Haitham Misto, CEO, in Arab News, February 16.

First Apartments. In addition, Royal Jordanian Airlines Al Hamdan immediately the upper deck accommodates made clear that GACA was a three-room luxury option known as The not responsible for delays to the operaResidence by Etihad. tions of new airlines SaudiGulf and Qatar Qatar Airways, implicated in the Airways-backed Al-Maha Airways. He spat with the Big Three U.S. legacy car- became the first GACA head to visit riers along with Emirates and Etihad, ICAO’s head office in Montreal in June. says it is also prospering, with a fleet of SAA’s fleet consists of around 77 air166 aircraft flying to 152 destinations. craft, and this is expected to rise soon to 90.

Meanwhile, its eight-strong corporate-jet The airline is to take 50 Airbus aircraft, 30 subsidiary, Qatar Executive, firmed up an A320neo and 20 A330-300s, worth around order for 30 Gulfstream G500, G600 and $8 billion at list prices. Dubai-based G650ERs at EBACE earlier this year.

International Airfinance Corporation Qatar Airways has more than 330 air- (IAFC), an Islamic leasing fund, will buy craft on order worth in excess of $70 the aircraft and lease them to SAA, it said. billion. On top of 113 other aircraft on Oman Air took delivery of its first Lebanon’s Middle East Airlines currently operates four Airbus A330s and will add a fifth in 2016. Also, its mix of A320/A321 narrowbodies will be all A320s by then.

30 Dubai Airshow News • November 9, 2015 • www.ainonline.com

Leaders of six airlines in Etihad Airways Partners recently met with top carrier management. From left to right: Bruno Matheu, chief operating officer equity partners, Etihad Airways; Roy Kinnear, CEO, Air Seychelles; Stefan Pichler, CEO, airberlin; James Hogan, president and CEO, Etihad Airways; Luca Cordero di Montezemolo, chairman, Alitalia; Maurizio Merlo, CEO, Etihad Regional; Cramer Ball, CEO, Jet Airways; Dane Kondic, CEO, Air Serbia.

Boeing 787 Dreamliner on October 11.

The airline ordered six 787-8s in 2011.

Boeing said it had eight 787 customers in the Middle East with a total of 175 Dreamliners ordered and a backlog of 140.

Ten Omani cadet pilots recently graduated from l’École Nationale de l’Aviation Civile (ENAC), the flying school in Toulouse, France. A further 13 Omani candidates have now enrolled at ENAC and are expected to graduate in 18 months’ time, the airline said.

After losses narrowed last year, Bahrain’s Gulf Air said in October that it is in talks to buy 40-to-50 new aircraft, with negotiations involving OEMs likely to conclude in early 2016, CFO Sahar Ataei was reported as saying in the local press.

Another female official, chairwoman Rasha Al Roumi, is leading Kuwait Airways out of its troubles, as plans for privatization and fleet replacement develop.

Royal Jordanian is one of the Levant airlines facing the difficult task of keeping up with well-heeled Gulf cousins. “Regionally and internationally, the current operating environment is difficult, and competition is growing, especially in this part of the world,” Royal Jordanian told AIN. The airline’s rocky road to profitability finally seems to be smoothing out. It was profitable in the first half of 2015, to the tune of JD4.6 million ($6.5 million).

In 2016, two 787s will be leased, replacing A330s. The two aircraft will join five Dreamliners added to the airline’s fleet in 2014, with a third to come in 2018. RJ’s fleet comprises 27 aircraft: five B787s, two A330s, two A321s, six A320s, four A319, three Embraer 195s, three Embraer 175s and two A310 freighters. Average fleet age is 4.8 years, said Saman.

Lebanon’s Middle East Airlines is to streamline its fleet by phasing out Airbus A321s by 2016. The airline told AIN that it currently had a fleet of 17 aircraft, made up of four A330s, two A321s and 11 A320 aircraft. In 2016, this will change to five A330s and 13 A320s, for a total of 18 aircraft, it said. Average fleet age as of September was 5.2 years, the

airline said, while passenger load factor from for the first eight months of 2015 was 76.6 percent.

MEA said it inaugurated a simulator center–the Middle East Aviation Academy–in March and a cargo center in May. Also in May, MEA celebrated its 70th anniversary and ordered an Embraer Legacy 500, with an option for one more.

Delivery is scheduled by the end of 2015.

Announcing the deal, Embraer Executive Jets said MEA is establishing a business jet company to offer charter flights based at Beirut’s Rafik Hariri International Airport. The Cedar Executive Company for private jets is to start operation in December 2015.

Former EgyptAir CEO Hossam Kamel was promoted to the position of Minister for Civil Aviation shortly after attending the Dubai Airshow in 2013. He told AIN then that he was planning major EgyptAir orders imminently, but these do not appear to have materialized, as the Egyptian economy continues to struggle.

Royal Air Maroc (RAM) has been feeling the effects of global competition, as EasyJet and Air Arabia of Sharjah have set up hubs in Casablanca. RAM’s fleet is composed of 53 aircraft, including 30 Boeing 737-800s and two 737-8s, according to its website. However, CAPA said it took its first 787-8 in January, and was scheduled to take two more in March, with two additional units in 2016 and 2017. In June, Tunisair, took delivery of its first A330-200.

In September, Dubai-based Flydubai received its 50th aircraft with delivery of the final Boeing 737-800of an order placed at the Farnborough Air Show in 2008. In 2013, Flydubai ordered 111 Boeing aircraft. It will take eleven 737800s between 2016 and 2017, followed by one hundred 737 Max aircraft between 2017 and 2023.

Flydubai has a network of 94 destinations, with 18 new routes added since the start of this year. It flies to 59 routes that did not previously have direct air links to Dubai. o

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Raytheon’s PCAS suite makes JTAC role safer Raytheon has completed the flight-test phase of a U.S.-funded research program to improve the accuracy and timeliness of close air support. By digitally linking pilots and Joint Terminal Attack Controllers (JTACs–also known as forward air controllers or FACs), the process of selecting and delivering weapons onto targets can be improved to provide a decisive tactical advantage, according to the program sponsors. It could also save lives by minimizing collateral damage and friendly fire, they say.

The Persistent Close Air Support (PCAS) program was a four-and-a-half-year, $85 million effort conceived by the Defense Advanced Research Projects Agency (DARPA). Northrop Grumman and Raytheon worked on Phase 1, with the latter company selected for Phase 2. The Air Force Research Laboratory (AFRL), the U.S. Special Operations Command (SOCOM) and the Naval Air Warfare Center (NAWC) also contributed.

According to DARPA’s marching orders for PCAS, airground coordination in close air support had “changed little since its emergence in World War I. Pilots and JTACs can focus on only one target at a time, and must ensure they hit it using just voice directions and, if they’re lucky, a common paper map.”

Dr. Dave Bossert, PCAS program manager at Raytheon, told AIN that some improved technology for JTACs had actually been fielded in recent years, “but

the equipment was heavy and not intuitive.” At the Dubai Air Show eight years ago, AIN published a plea by a senior British airman serving in Afghanistan for lighter and more capable equipment for JTACs, including a common datalink algorithm. Bossert said that the PCAS program had done exactly that, after consulting with more than 50 pilots and JTACs on the system design.

Smart, Light Targeting

The PCAS-Ground system for JTACs comprises a “smart” power hub, customized Android tablet computers and digital radio that altogether weigh only five pounds. Raytheon selected Rockwell Collins to provide this equipment, and BAE Systems also contributed with a lasertargeting device that also only weighs five pounds. The tablets are loaded with situationalawareness and mapping software.

In a field trial in early 2013, 750 smart tablets were distributed to units in Afghanistan where they dramatically improved the coordination of air engagements, according to DARPA. The PCAS-Air system was devised by Raytheon, and is comprised of smart electronics inside a weapons launcher or the aircraft cabin, and a tablet for the pilot(s). It combines navigation and weapons management data from the aircraft with a high-speed digital data transfer system to communicate with the JTAC. A communications translator enables the use

Raytheon says its Persistent Close Air Support (PCAS) system helps enhance the JTAC role (above). At left, the solution displays mapping software and video feeds on an Android tablet (DARPA).

DAVID McINTOSH

by Chris Pocock

DIAMOND AIRCRAFT’S LATEST TWIN DIESEL Diamond Aircraft brought one of its DA62 piston twins to Dubai. The newest addition to the company’s lineup is powered by two Austro Engines AE 330 turbocharged 2.0 liter diesel powerplants of 180 HP each and equipped with a single-lever control system.

of radios from Harris, L-3 or Rockwell Collins.

In fact, the whole PCAS system is platform-, radio-, sensor-, and weapons-agnostic, according to Bossert. The plug-andplay system is designed to adapt to nearly every aircraft–including UAVs. Flight trials this year have included a U.S. Marine Corps MV-22 firing a laser-guided AGM-176 Griffin missile; and a U.S. Air Force A-10 launching the 2.75-inch APKWS laser-guided rocket and an Enhanced Paveway II bomb. The Marine Corps trial also included an AeroVironment Switchblade attack UAV. Faster Response Times

Here’s how PCAS works.

The JTAC creates the ‘nine-line’ engagement plan on the tablet, and transmits the plan to the aircraft. He can ‘stack’ multiple plans, if he has identified multiple targets. The aircraft software evaluates and auto-populates the plan with whatever sensor and weapons data is available and relevant. Aircrew and JTAC share the information to confirm the shot. The JTAC gets a countdown to weapons release, and can see an impact line.

(Both aircrew and JTAC can see video of the target on their tablets–according to Bossert, PCAS eliminates the need for the larger, dedicated ROVER laptops that are currently used by JTACs to view airborne video).

According to DARPA, the trials proved that the PCAS system could speed up the whole process of calling in airstrikes from half an hour or more, to less than six minutes. They also point the way to the routine employment of weapons with smaller warheads, thus reducing the potential for collateral damage.

32 Dubai Airshow News • November 9, 2015 • www.ainonline.com

PCAS also heralds an enhanced role for JTACs. It enables them to help in the weapons selection process, because their tablets display information from the engagement management system on the aircraft, such as the radius of damage of the weapon, colloquially known as the ‘bug splat’.

Raytheon has also included ‘Level 3’ control in PCAS, allowing the JTAC to remotely steer the airborne sensor.

Bossert told AIN that Raytheon was now working with the various U.S. services to fully transition PCAS into existing and future programs. Another demonstration took place last

month, with a fourth to follow by year-end. Bossert was unwilling to disclose the platforms. The U.S. Marine Corps is keen to implement PCAS on all its platforms, whereas the U.S. Air Force and Navy may be more selective. The services must decide whether to implement the PCAS-Air system as a ‘bolt-on,’ as demonstrated so far, or whether to incorporate it into the platform’s operational flight program (OFP) as part of a planned block upgrade.

Of note to U.S. coalition allies, Bossert told AIN that Raytheon has an export strategy in place. o

Helping Prevent Friendly Fire Incidents Despite the technical advances described here, the risk of collateral damage and innocent casualties from airstrikes will remain as long as targets are identified by faulty intelligence. That is the issue now under investigation by the Pentagon, following the tragic attack on a hospital run by Medicins Sans Frontiers (MSF) in Kunduz, Afghanistan, on October 3.

President Obama called the attack “a mistake,” and apologized to MSF and relatives of the 30 staff and patients who were killed. The hour-long attack was conducted by an AC-130 gunship belonging to U.S. Special Operations Command. Afghan commanders requested the attack, citing the Taleban’s presence inside the hospital compound, but it is not yet clear whether American military commanders verified the target.

Neither would the PCAS technology help the current U.S.-led air campaign over Iraq and Syria. Operation Inherent Resolve (OIR) is being conducted without the aid of JTACs on the ground to identify and mark targets.

Instead, commanders are relying on many hours of prior video surveillance, usually from MQ-1/9 Predator/Reaper UAVs, before endorsing targets for airstrikes. Even then, when reaching their targets, aircrew must observe rules of engagement that have been significantly tightened to compensate for the lack of friendly “eyes on the ground.”

The Pentagon claims that in the 15 months since the start of OIR, only a few civilians have been killed in two confirmed cases, although 15 others are under investigation. But conducting an air campaign in this way consumes an enormous amount of resources, with 75 percent of all combat missions launched returning to base without dropping a weapon. Up to 160 coalition aircraft fly every day on OIR, and the campaign is costing the U.S. alone some $10 million per day. –C.P.

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GainJet adds quick-change aux fuel

by Mark Phelps Last month, Athens-based VIP charter operator GainJet Aviation increased its flexibility with a quick-change auxiliary fuel tank system from Swiss company Long Range. GainJet (Stand 800)

will install the system in its VIP Boeing 737-400, increasing its flight endurance by as much as three-and-a-half hours to a total of nine hours aloft. That brings city pairs such as Dubai-London

and New York-Paris within range of the charter bizliner.

The Long Range system consists of either one or two “master” 449-gallon tanks that are “hard installed” and a series of

up to seven 419-gallon quickchange “slave” tanks, easily installed or removed on flushfloor rails in the cargo bay. It takes a team of two line service personnel with a forklift about two hours to install or remove the slave tanks. No specialized tools or maintenance paperwork are required. The master tanks incorporate all the plumbing and

connections to feed fuel to the aircraft’s center fuel tank. The slave tanks feed the master.

“Think of Legos snapping together,” said Karl Lang, CEO of Long Range. The slave tanks have no pumps, motors or moving parts of any kind. Cabin pressure force feeds fuel to the master tank.

GainJet CEO Ramsey Shaban said the system is ideally suited to his company’s diverse mission profile and varied clientele. He said, “Our B737 classic is [used] by rock bands or football teams carrying plenty of equipment while on regional travel; and highly affluent individuals traveling long distances with a small group of their family and friends. With this system, we’re able to perfectly accommodate our customers’ needs on a case-by-case basis by offering total mission flexibility.”

The cost of the full 2,700-gallon Long Range system is approximately $3 million. o

GULF AIR GOES PAPERLESS WITH JEPPESEN FLITEDECK Gulf Air recently achieved paperless flight operations by using Jeppesen FliteDeck Pro as its electronic flight bag (EFB) platform. Jeppesen, which is part of Boeing Commercial Aviation Services, provides the Bahrain-based operator’s flight crew with digital navigation and flight information on iPads.

“This is a significant achievement and one that will deliver operational benefits, positive environmental impact and cost savings,” said Captain Nasser Al Salmi, Gulf Air’s chief operating officer. “Equipping Gulf Air’s flying crew with iPad EFBs on-board gives them a paperless way to manage inflight data, further streamlining our operational performance and giving our team greater capabilities and efficiencies. The EFBs help us bring the latest technologies to the cockpit, centralizing information and enhancing our operations.”

According to Jeppesen, FliteDeck Pro helps to reduce pilot workload and preparation time, providing streamlined access to essential operational and flight information, including the company’s own navigation data.

Vector-based terminal charts and data-driven en-route content are dynamically rendered on-screen and information is displayed according to the preference of individual operators and their pilots. –C.A.

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34 Dubai Airshow News • November 9, 2015 • www.ainonline.com

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SAR industry studies process improvements The disappearance last year of Malaysia Airlines Flight MH370 focused attention on techniques for monitoring and assisting aircraft in distress around the world. As with the case of Air France Flight 447 over the Atlantic in 2009, inconsistencies in activating search and rescue (SAR) protocols contributed to the delays in identifying the ongoing emergency and subsequently locating the wreckage after the crash.

Besides the loss of life, millions of dollars and countless hours of searching were wasted looking in the wrong places. AIN asked ICAO SAR consultant and UAE General Civil Aviation Authority contract holder Brian Day to examine the current state of international cooperation in SAR operations.

SAR has a simple, unambiguous purpose: to save lives–by rescuing those in distress and also by recovering valuable safety data from accidents for later application in the industry. But recent history shows that, internationally, SAR has been dysfunctional in its response to tragedies. There are 191 sovereign state SAR systems that make up the Global SAR Plan. The challenges in organizing cooperation, communication and coordination within the worldwide SAR network are daunting.

No single state SAR agency can act alone; because none has sufficient resources. SAR customarily uses assets used for other primary purposes–such as military–but in its specialized way.

Not being owners, operators or

Global SAR Disorder ICAO SAR audit findings indicate: • 43 percent of the world’s states have no SAR legal framework, nominated SAR authority or ­organized resources; • 46 percent of States have an insufficient SAR-skilled workforce.

• 40 percent have developed no SAR Plan of formal arrangements that provides for civil/military cooperation.

• 36 percent have no formal arrangements for coordination between the aeronautical and maritime authorities.

• 40 percent of States have no arrangements to provide assistance to adjoining RCCs. • 35 percent have no standing ­permission for entry of SAR units into foreign territory.

• 72 percent have no SAR staff proficient in the English language.

In summary, across the whole range of ICAO SAR provisions, the global rate of States’ effective implementation stands at about 50 percent. They have been so for decades. –B.D.

FLICKR: CREATIVE COMMONS (BY-SA) BY AERO ICARUS

by Brian Day

Malaysia Airlines lost two of its Boeing 777s last year–MH370 presumably over the Indian Ocean in March and MH17 over Eastern Ukraine in July. A flaperon found on Reunion Island in July this year offered the first piece of hard evidence that the former crashed into the sea.

• Specialized expertise across many sectors including medipilots-in-command, SAR miscal, police, military, maritime, sion coordinators do their best security and diplomatic. to fulfill their wide-ranging manSAR is not just an ethically date, commonly acting under the severe duress of an emergency. It humanitarian service, but also starts with eliciting cooperation, an essential constituent of the communication and coordination family of air navigation serfrom a vast array of participants. vices mandated by the Chicago Hence the operational hub of the Convention and a legal obligaSAR service is named the Rescue tion of all States contracted to it.

Coordination Center (RCC) and The Convention requires crossthe chief RCC operational officer, border cooperation among the States in its provision: States are the SAR Mission Coordinator.

In short, the responsibilities required to permit the owners of of an SAR mission coordinator distressed aircraft, or authorities of the State in which the aircraft are to: • Plan and coordinate aerial is registered, to assist the State searches and rescue operations. in whose area an accident occurs • Provide flight dispatch services, (from Article 25; Convention on separation and flow control to International Civil Aviation).

This is an operational necessity, traffic in search areas.

• Oversee the safety of operations. but has proven time and again • Provide medical and life sup- to be a diplomatic challenge. port to survivors.

ATC Emergency Response • Evacuate survivors to a place and SAR Alerting Procedures of safety.

To do this effectively, SAR needs Air traffic control plays a cruthe assistance of a vast range of cial role in ensuring SAR action public and private entities to is provided rapidly and effectivemake available: ly. Upon an aircraft encountering • Search aircraft, watercraft, an emergency, ATC, worldwide, land vehicles and their crews, is required to provide In-Flight • Supportive installations and Emergency Response (IFER) equipment, especially surveilservice to assist flight crews.

FILE: DUBAI SCANS/616-SAR lance and communication.

Further, upon an aircraft

Northern corridor

Last radar contact

Transponder turned off

Satellite location 24,000 miles above sea level

Reunion Island

Southern corridor

ICAO is pressing for a global flight reporting system to improve prospects for finding missing aircraft, such as the Malaysian Airlines Flight MH370, which triggered a wide and inconclusive search when it disappeared March 8, 2014, with 239 people aboard.

36 Dubai Airshow News • November 9, 2015 • www.ainonline.com

losing communication, being lost to surveillance or experiencing a malfunction, ATC is required to provide SAR Alerting service, declaring what are known as a SAR Phases. These are categorized by the seriousness of an aircraft’s emergency situation and could include an Uncertainty Phase (indicating doubt about an aircraft’s safety), an Alert Phase (indicating apprehension) or a Distress Phase (indicating reasonable certainty of grave and imminent danger).

ATC is mandated to immediately relay the declaration of each SAR Phase to the appropriate RCC. Upon receipt of that notification, the RCC will evaluate the SAR Phase, gather more intelligence and, as judged necessary, either alert SAR facilities or commence SAR procedures.

But if ATC fails to declare an SAR Phase or to notify the RCC of its declaration, the RCC, in its ignorance, will remain inactive.

No SAR action will be taken.

UPS 6

And unfortunately, what is mandated by international law is far from what typically occurs in practice. For example, consider the case of a UPS flight departing from Dubai International Airport five years ago.

On September 3, 2010, 22 minutes after taking off for Cologne, Germany at 2:53 p.m., the crew of UPS 6, a Boeing 747400, reported a fire on board.

Neither at the initial notification of the emergency, nor at a subsequent Mayday call, nor at any time thereafter, did ATC declare a SAR Phase of any type.

Neither, up to the time of the crash near the Minhad Air Base, did ATC ever notify the RCC. So no RCC was ever activated and no SAR planning was ever undertaken. Tragically, two crewmembers died in the crash landing, but from an SAR perspective, if the aircraft had crashed or ditched in the Gulf,

it could have fallen in any of the Bahrain, Emirates or Tehran SRRs. The borders of these small search regions all converge at a point very close to the location of the emergency.

There is no Regional SAR Coordination Plan agreed to by Gulf States, but because areas of jurisdiction are small in the Gulf, and closely adjacent, any major SAR action is likely to require coordinated input from a number of States and from their maritime, police, military, medical and communication agencies.

These Regional SAR plans are vital. Their purpose is to list the responsibilities and functions of all participants within cooperating States and to include databases of such resources as search craft and their terms of availability and performance, on-board equipment, droppable supplies, crew complements, contact details for other emergency providers, airlines and key government personnel, communication facilities, meteorological offices and so on.

These plans cannot be instantly developed at the time of a distress.

They need to be pre-emptively agreed upon by all participants, documented, authorized, practiced and regularly updated.

Without them, any response to a major emergency that crosses sovereign borders is likely to be shambolic and will, itself, threaten to become a disaster.

RCC Connections and Interfaces

The RCC’s place in the SAR system can be understood as a hub at the center of many spokes. The multiplicity of connections and interfaces is arresting. If any one SAR system’s complexities of connections was to be multiplied 191 times, (that being the number of State SAR systems that makes up the Global SAR Plan), the extent of the challenges of cooperation, Continued on page 38 u

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communication and coordination confronting the worldwide SAR network becomes clear.

SHELL Model

The RCC organizational network is a close adaptation of the SHELL Human Factors model that illustrates the interfaces between the components of an operational system: S for Software (policy and procedures) and H for Hardware (equipment and displays), all in E–a given operational Environment, and L for Liveware, the human operational personnel. It has been shown that the interface of components, especially where one state’s Liveware interfaces with another’s, is where systems are most vulnerable and failures are most likely to occur.

Diagrammatically, the various components are depicted as having ragged edges. This is to represent the impediments to communication, cooperation and coordination between them.

Cross-sector cooperation is not an inherently smooth process.

The SHELL model can be adapted as a representation of

Diplomatic Agreements Key to Cross-border Ops

Malaysian Airlines Flight MH370, which disappeared on a March 8, 2014 flight from Kuala Lumpur to Beijing, China, represented another SAR catastrophe. This one had its genesis at the boundary between the Malaysian and Vietnamese areas of ATC/SAR responsibility, and there were alarming shortcomings in In-Flight Emergency Response, SAR Alerting and the RCC response itself. These breakdowns were most apparent at points of interface between participating sectors: ATC with ATC, ATC with SAR, SAR with Security, civil with military, aviation with maritime and State with State.

In brief, some of events that critically impacted on the SAR response were: • Delay of more than 16 minutes after the aircraft’s ETA at the border before loss of comms was reported by ATC. • Delay of more than 38 minutes before an Uncertainty Phase was declared.

• Delay of 7 hours 21 minutes before an Alert or Distress Phase was declared.

• Failure to notify military of radar data that showed an aircraft tracking west from its last reported position either to the RCC during the initial SAR response or to the public until a week later.

• Failure to pass radar data from two civil installations that showed intermittent paints of an aircraft tracking west to

ROYAL AUSTRALIAN NAVY

Not the least of the challenges in conducting SAR actions in the Gulf may be diplomatic, given the likely requirement for entry of foreign aircraft, especially military or police aircraft, into the airspace of adjoining States.

SAR planners would do well to contemplate the complexities of a cooperative SAR response to a heavy commercial aircraft, with a full passenger complement, ditching in the Gulf and hundreds of people surviving the impact. –B.D.

MH370

Phoenix International personnel deploy the towed pinger locator made by their company off the deck of the Royal Australian Navy vessel Ocean Shield.

the RCC during the initial SAR response.

An entire week was lost in a futile search in the South China Sea when there was compelling radar evidence that the aircraft had tracked west to the Andaman Sea and, later, even farther west.

And as we now know, debris from the Boeing 777 washed ashore on Reunion Island, more than 3,500 miles west of its departure airport in Kuala Lumpur.

Continued on page 40 u

U.S. DEPARTMENT OF DEFENSE

uContinued from page 36

the SAR system by labeling the central Liveware component as the RCC. The ragged edges that impede communication can then be understood to be the different languages, cultures, proficiencies, policies and procedures of the 191 States providing SAR. All of these are severe obstructions to the transfer of information and to the delivery of effective SAR services.

The U.S. Navy deployed a Bluefin-21 autonomous underwater vehicle from the Australian vessel Ocean Shield during the fruitless search for MH370.

ICAO might delay tracking compliance

by Bill Carey In September, a group the International Civil Aviation Organization (ICAO) established to advise on efforts to development aircraft tracking standards (following the disappearance of Malaysia Airlines Flight MH370) called for extending the compliance date by two years.

While technology is available to support the initial 15-minute tracking standard that ICAO will require, using it in practice may be complicated, according to the group, which included substantial airline participation.

Later this month, ICAO’s permanent governing council will review the latest developments with the flight-tracking requirement. “At that point it will also be reviewing inputs received from ICAO’s Air Navigation Commission on any new considerations which may have arisen during the tracking implementation exercises conducted this summer, in conjunction with various airlines and other stakeholders,” an ICAO spokesman told AIN. “ICAO has been encouraged that many airlines are already implementing tracking requirements of various accuracies in advance of the Council’s final decision on an implementation timeline for the 15-minute global requirement, and we will continue to work with all concerned to see that flight tracking becomes a commonplace capability sooner than later,” he added.

In a report to the international organization, the Normal Aircraft Tracking Implementation Initiative (NATII) steering com­­mittee offered several rec­­ommendations for ICAO requirements–called standards and recommended practices (SARPs)–and proposed extending their application date from

38 Dubai Airshow News • November 9, 2015 • www.ainonline.com

November 2016 to November 2018. Member nations called on ICAO to sponsor the NATII initiative following the Second High-Level Safety Conference in Montreal in February.

“Normal” tracking envisions that aircraft report their position over oceanic expanses at 15-minute intervals versus the current 30 to 40 minutes, the first step toward a planned Global

in Montreal in late April, then conducted a “table-top exercise” hosted by Qantas in Sydney, Australia, in June to evaluate six different tracking scenarios. It also monitored the Australian Enhanced Flight Tracking Evaluation Trial, involving Airservices Australia, satellite communications provider Inmarsat and carriers Qan­tas and Virgin Australia.

That trial, which used automatic dependent surveillance-contract (ADS-C) position reporting, demonstrated that suitably equipped aircraft could meet or exceed the 15-minute tracking standard by adjusting their contracts with air

Australia’s airports, such as Sydney (shown), participated in trials that led to Airservices Australia’s development of a tracking standard.

­ ero­nautical Distress and SafeA ty System (GADSS) that will also accommodate abnormal and distress reporting events.

“The NATII recognized that the proposed SARPs were the foundation to achieve Normal Aircraft Tracking, however the discussions and activities identified areas that required further development,” the report states.

“Most significantly, the NATII identified scenarios where the prescriptive nature of the proposed SARPs imposed an unrealistic operational burden across industry stakeholders. The proposed SARPs have the potential to result in a number of unintended consequences to operations especially when elements required for Normal Aircraft Tracking become unavailable.”

The initiative held a workshop involving industry vendors

navigation service providers ­ (Ansps). One recommendation of the NATII is that ICAO “consider encouraging Ansps” to provide ADS-C services over oceanic areas with reporting contracts of 15 minutes or less.

Representatives of the U.S. and six nations in the Asia-Pacific region, along with representatives of the Civil Air Navigation Services Organization, European Aviation Safety Agency, Euro­control and International Air Transport Association (IATA) served on the NATII steering committee.

A 36-member working group, which included 13 representatives of IATA and two from the International Federation of Air Line Pilots’ Associations, performed ­ the detailed work. The NATII was to make its report to ICAO’s Air Navigation Commission. o

PAUL SADLER-AIRSERVICES AUSTRALIA CORPORATE COMMUNICATIONS

Search and rescue safety studies

Could Perlan 2 glider fly in Mars atmosphere?

Designed to fly at 90,000 feet with 2 percent of sea-level air density and temperatures of -70C, the Perlan 2 glider is capable of flight in atmospheric conditions resembling those of Mars.

by Thierry Dubois The Perlan 2 glider, an engineless aircraft designed to fly in the stratosphere, made its first flight on September 23 above Redmond Municipal Airport, Oregon. During the test sortie, it reached 5,000 feet, a first step towards a planned 90,000 feet next year and eventually 100,000 feet. The objective of the Airbus Group-sponsored project is scientific–mainly about weather, climate and the ozone layer.

In Argentina in 2016, the Perlan 2 will begin riding air currents that, in certain mountainous regions near the north and south poles, can reach into the stratosphere. Next year’s flights are expected to reach 90,000 feet, exceeding even the altitudes achieved by the U-2 and the SR-71 spyplanes.

The Perlan 2 can also be envisioned as a spacecraft with glider wings. The lack of an engine avoids polluting the atmosphere it will study. Design engineers are free of the complexity of designing an engine that can operate in stratospheric conditions, where air density is only 2 percent of

sea-level values and temperatures dip to -70C. Despite having no engine, the glider’s true airspeed at that altitude will be more than 360 knots. The two-pilot crew will breathe pure oxygen provided by a rebreather system, similar to what astronauts use in space.

The promoters of the project believe it will help scientists to understand the weather. “What happens at the highest levels of the stratosphere impacts weather around the globe, and Perlan 2 will be able to observe directly important atmospheric phenomena that previously have only been speculated about,” they said.

With respect to climate change, Perlan 2 will collect and share data with atmospheric scientists worldwide to improve models. As for the ozone layer, Perlan 2 can take untainted air samples from the stratosphere to measure the levels of ozonedamaging chemicals and assess whether the ozone layer is replenishing or still depleting.

Perlan 2 could even provide an insight into how wing-borne

Search and rescue safety studies

• The RCC operational decisionmaking process was taken over by politicians.

• Cross-border search operations and use of military aircraft was severely hampered by a lack of Regional SAR Plans.

• Allocation of search aircraft was mismanaged because of confusion about many overlapping aviation and maritime SRRs in the South China Sea. • Uncoordinated searches were conducted by separate authorities in different localities.

uContinued from page 38

This debacle must, in heavy measure, be attributed to successive failures at critical points of interface, not least between cross-border ATC Units and the civil and military sectors. Tape playbacks indicated confusion, delays, omissions and a serious lack of information flow. Other concerns include:

aircraft could operate above the Martian surface, as Perlan 2 will operate in atmospheric conditions roughly similar to those on Mars.

At the headwaters of the project were NASA test pilot Einar Enevoldson, billionaire adventurer Steve Fossett and meteorologist Elizabeth Austin. In the 1990s, Enevoldson saw evidence that in regions closer to the poles, in winter, air waves could extend above the troposphere and well into the stratosphere.

Stratospheric mountain waves, like huge ocean waves, are kicked off by strong winds blowing over the tops of high mountain ranges, such as the Andes. As long as the wind above the ridge blows constantly at a higher and higher velocity with increased altitude, the wave will propagate upward. As a pilot, Enevoldson quickly figured out that a glider could ride those waves all the

way up to near space.

In 1998, Austin joined Enevoldson’s search to understand stratospheric mountain waves. She expanded upon his findings, proving that it is the stratospheric polar night jet (existing only in winter) and the polar vortex that are factors in sustaining these mountain waves up to 130,000 feet. The Perlan Project was formed to explore these waves.

Fossett and Enevoldson went ahead with Perlan 1 in 1999, modifying a conventional sailplane. They flew it in 2006 to greater than 50,000 feet– this was Phase 1. They quickly determined they needed a custom aircraft to go higher and started designing it. Fossett’s death in an unrelated 2007 flying accident stalled the project until 2014, when Airbus Group became the title sponsor. The

non-profit effort has other sponsors–Weather Extreme Ltd., United Technologies and BRS Aerospace.

Perlan 2 has a maximum gross weight of 1,800 pounds and a wingspan of 84 feet. Due to its relatively low aspect ratio, the wing makes Perlan 2 a mediocre performer at low altitudes, but the excess wing area is most welcome in the thin air encountered at 90,000 feet. The cabin will be pressurized to provide a maximum cabin altitude of 14,500 feet (much higher than the Boeing 787’s 6,000foot cabin altitude, for instance).

Phase 3 is scheduled for May 2019 when the aircraft will be prepared to explore the polar vortex in the northern hemisphere. Traveling in the stratosphere at up to 100,000 feet, Perlan’s speed will increase to the point where it will need new transonic wings. o

• Early offers of assistance from foreign states were refused.

• RCCs received operational intelligence not from the greater air navigation system but from journalists and through diplomatic channels.

• Coordination overall was severely hampered by a lack of English language proficiency.

reach and readiness of response to provide effective SAR services to heavy, passenger carrying aircraft operating across borders as a matter of regular and speedy course.

They contend this arrangement need not supplant the existing 191 State RCCs and associated search areas; states have every right to establish RCCs within their sovereign territories to serve their domestic needs as they best determine. Indeed, this is their obligation under international law. What is suggested, however, is that that major SAR actions become the remit of fully functional Regional RCCs. In fact, for decades ICAO has observed that “in many areas of the world, the fastest, most effective and practical way to achieve a global SAR service is to develop regional systems” (from its International Aeronautical and Maritime SAR manual). Sovereign states have verbally supported the concept, but concerns about sovereignty, nationalism and politics have stood in the way.

Other air navigation services have adopted regional organization, including regional

safety oversight groups, upper airspace ATC, accident investigation and flight operations inspection.

Proponents say a regional organization of Aviation RCCs would follow the organizational strategy of maritime SAR counterparts.

There is already a commissioned network of five Regional Maritime RCCs that serves the entire African coastlines of the Atlantic and Indian Oceans. They are at Morocco, Monrovia, Mombasa, Lagos, and Cape Town.

According to SAR experts, establishing Regional Aviation RCCs for major SAR actions would extend coverage to all States through Regional SAR Plans for cross-border use of shared resources, assets, expertise and costs. It would standardize SAR services globally at ICAO-compliant levels, integrate all participating sectors: military, maritime, security, police, etc., and greatly reduce hazardous points of operational interface in the SAR system. o

Systemic Failure

It’s clear that the repeated SAR shortcomings and deficiencies that have characterized these recent actions are overwhelmingly organizational. The search for MH370 is the most expensive aviation SAR action ever undertaken in the history of flight. Real numbers for the search costs will probably never be accurately known but are said to be in the hundreds of millions of dollars and the damage done to the credibility of the airline industry is immense.

Global Organizational Solution

This calculation of the flight path of MH370 after it disappeared from secondary radar screens is derived from an analysis of recorded traces of primary radar returns.

Proponents of global SAR services are urgently calling for a worldwide network of consolidated Regional RCCs serving amalgamated SAR Regions that will have the appropriate capacity, expertise,

40 Dubai Airshow News • November 9, 2015 • www.ainonline.com

DWC’s growth demands new midfield terminal by 2025

by Peter Shaw-Smith Work is expected to begin next year on the Midfield Terminal Building (MTB) at Dubai South, the new name for the commercial arm of Dubai’s second airport, Khalifa Al-Zaffin, executive chairman of Dubai Aviation City Corporation, told reporters October 7.

The expansion of the existing passenger terminal capacity from 7 million to 26.5 million passengers per year in 2018 is expected to buy enough time for development of the new MTB, which needs to have a capacity of around 120 million by the time of Emirates Airline’s arrival at DWC. “We know we need to do a lot of preparation,” Al-Zaffin said. “We are ready for that. We have not finalized all the design, all the detailed design. It is approved. We are talking the nitty-gritty design of a terminal building.

2025 Completion Target

“What has been approved is the conceptual design. This is one of the biggest airports in the world. The back-up housework, planning, engineering works, that takes a lot of time to do. We are quite comfortable with that. Work will start sometime next year.”

“Of course, it would be ideal for the MTB to be ready for Expo 2020, but that is not realistic,” said John D. Kasarda, director of the Center for Air Commerce, Kenan-Flagler Business School, University of North Carolina at Chapel Hill.

Additional one-time traffic of around 25 million is expected when Dubai hosts the World Expo 2020 at DWC five years from now. “Dubai International Airport (DXB) upgrades should allow it to handle the surge of air traffic in 2020 with improved surface connectivity from the airport to Dubai South facilitating visitor transfers to the site.”

Planners rebranded the site Dubai South for “commercial reasons,” removing the “Dubai World Central” name, although it is understood that the IATA designation DWC remains in place.

With passenger throughput inexorably growing at DXB, aviation planners

The Dubai World Central Business Park is designed as a multi-modal transportation hub for efficient access to worldwide markets via land, sea and air.

are aware of the finite boundaries of that location, which could be breached as early as 2018. According to the latest available information, the numbers rose 9.5 percent year-on-year in August, up from 6.65 million to 7.28 million, according to Dubai Airports.

“Combined passenger traffic at DXB and Al Maktoum International at Dubai South [DWC] exceeded 71.3 million in 2014 and is expected to surpass 126 million by 2020 and 200 million by 2030,” said Dubai Airports.

As a result of the growth, all dedicated freight carriers were moved from DXB to DWC last year, and several regional airlines, including Flydubai, Qatar Airways and Kuwait’s Al Jazeera Airways, have added flights to DWC despite often retaining similar services at DXB. Due to a lack of slots at DXB, general aviation is now said to reside at DWC, although some limited DXB windows exist.

“Freight volumes surged 42 percent in the first half of 2015 to 443,012 metric tons, up from the 311,365 metric tons achieved in the same period last year. The growth was driven by Dubai Airports’ strategic decision to relocate all dedicated freighters from Dubai International to DWC in May last year,” said Dubai Airports in September.

Oil Price Drop

Given the halving in oil prices over the past 15 months, financing for Dubai South expansion plans is understood to be proving difficult to obtain. Officials are guarded about immediate plans.

These are thought to include an expansion of the existing passenger terminal building from 7 million passengers a year to 26.5 million by 2018.

In September 2014, Dubai ruler Sheikh Mohammed bin Rashid Al Maktoum announced that $32 billion would be spent to expand DWC by creating a “midfield terminal” that would house Emirates’ operation when the airline moves to Dubai South around 2025.

Continued on next page u

Strong, regional long-term traffic growth already is constraining carrier operations and profits.

Is a unified air traffic control system in the Gulf ’s future?

by Peter Shaw-Smith Thanks to rapid growth, pressure on the Gulf region’s air traffic control providers to develop a more-unified approach to air navigation services is mounting. That was they central message at an air traffic control conference in Dubai on October 5.

In a recent study commissioned by NATS (the UK Air Navigation Service Provider, or ANSP), Oxford Economics found the Gulf stands to lose more than $16 billion in revenues if air traffic control (ATC) improvements are not implemented.

John Swift, director, NATS Middle East, told AIN the study’s goal was to present UAE authorities with a dollar number underlining the danger of inaction.

Ismaeil Al Blooshi, assistant director-general, aviation safety affairs, UAE General Civil Aviation Authority said, “I can’t envision a ‘single airspace’ in this region, but we need to work closely with each other at state level. There is a need to support other states for which civil aviation development is not the first priority. We cannot solve today’s problems with yesterday’s solutions, and we need to start collaborating early.”

“With aviation growing globally at between 4 and 7 percent annually, and with growth not all coming from aircraft like the Airbus A380, pressure on the ATM system is going to increase,” said Sir Tim Clark, CEO of Emirates.

He added, “There is a degree of conservativeness among some service providers. We think that by using steeper angles of approach, landing long and using little thrust we can certainly mitigate many noise issues. We have the ability to make [steep] approaches with these aircraft with very few adaptations and have successfully tested these on our simulators.”

Clark said questions about the viability of ATC improvements in the region were hypothetical. “I think there is a political buy-in to all of it. Execution is exercising people’s minds at the moment, but we’ll get there. Everybody understands that.”

Asked if Eurocontrol was the right model for the Middle East, he said, “It’s one. Don’t forget, that has been one of the established entities of cohesive collaboration for quite a few years now.

But you’ve got to get the political will to make that work.

“Where does it sit? How does it get carved up? It would be very nice to have something like Eurocontrol in the Middle East, but whether the Iranians or the Saudis would agree, I don’t know. It would certainly be nice to have.”

Working With Eurocontrol

Meanwhile, the UAE’s General Civil Aviation Authority signed a flight-data exchange agreement with Eurocontrol October 5. “The cooperation agreement covers exchange of flight data, updated flight plan information, and airport departure planning information,” a Eurocontrol press release said. “It will help to address the current lack of predictability of traffic between the Middle East and Europe, which adversely affects capacity.”

“With traffic between Europe and the Middle East predicted to grow at 3.6 percent a year over the next decade at least, it is clear that in order to deliver efficient air traffic services, we need to improve cooperation and exchange of information between the two regions,” said Frank Brenner, director general of Eurocontrol.

The agreement was signed by Omar bin Ghaleb, GCAA deputy director general.

An international delegation visited Dubai Air Navigation Services’ (DANS) office at Al Maktoum International Airport (Dubai South) on October 4. DANS is the ANSP that manages airspace in Dubai and Northern Emirates.

Delegates from the United Kingdom, Sweden, Germany, Peru, Senegal, Qatar, Morocco and Lebanon attended.

They also reviewed the world’s largest 360-degree tower simulator “TOSIM”, and the Dubai Approach Radar facility.

“Cooperation between DANS and international organizations is [important],” said Mohammed A. Ahli, director general of Dubai Civil Aviation Authority (DCAA) and DANS CEO. “We are always keen on sharing the Dubai story with all entities who are interested in participating in the growth of the sector.”

The tour also marked UAE Civil Aviation Day, an important day in the history of the UAE. It commemorates the first landing of an airplane in the UAE, at Al Mahatta Airport, Sharjah, on October 5, 1932. o

www.ainonline.com • November 9, 2015 • Dubai Airshow News 41

DWC’s growth demands new midfield terminal

DAVID McINTOSH

uContinued from preceding page

WIDE RANGE OF AIRCRAFT ON DISPLAY The latest from Boeing, Airbus and Gulfstream are sharing the ramp’s static display area with several unmanned aerial systems produced by UAE-based ADCOM Systems.

GAL Air Navigation Services off to a strong start in Gulf

by Peter Shaw-Smith After making a name for itself in military MRO, Global Aerospace Logistics (GAL) last year entered the air navigation service provision (ANSP) business to address openings in the busy UAE air traffic control sector. There are at least nine civil airports in the UAE within the IATA designation framework, and many other military bases.

GAL Air Navigation Services (GAL ANS) is a limited liability company based in Abu Dhabi, and jointly owned by Emirates Advanced Investments Group (EAIG) and International Golden Group (IGG). Some 50 percent of GAL ANS employees are Emirati.

EAIG claims to have set up more than 20 successful companies since 2006 in the UAE, in defense and food industries, healthcare and communications, and six international joint ventures. It employs more than 5,000 people, more than 30 percent of them Emirati. Meanwhile, IGG is a provider of integrated defense systems.

GAL ANS is a formal division of the mother company, which was established in Al Ain in 2007. “At that time, we focussed on rotary-wing aircraft MRO, supply management and modification, upgrade and integration,” Dr. Hassan Alawadhi, CEO of GAL ANS, told AIN. “We supported the UAE armed forces on line management and supply chain,” he added.

“In 2014, we [turned to] air navigation services, so we split the original company into GAL MRO and GAL ANS, which supports both the UAE military and civilian side.”

GAL ANS (Stand 700) has a presence at Abu Dhabi International Airport, Al Bateen, the executive airport, Al Ain,

and Delma and Sir Baniyas Islands, with employees usually manning the tower and final approach sectors. It is also present at Ras Al Khaimah Airport.

“We are in many places in the UAE. We also have some business with Sharjah Airport. We are working with Dubai Air Navigation Services [DANS],” said Alawadhi.

Several factors make air traffic control a bigger headache in the UAE than in other jurisdictions. In addition to a large number of airports, the military controls half the country’s airspace.

The skies over Dubai and Sharjah International Airports are treated as one block as there is only 17 km between them.

“In the UAE, the airspace is very congested. That is a big challenge,” he said.

Training for a career as an air traffic controller in the UAE is open only to Emirati nationals, GAL ANS officials told AIN. International staffers with three years’ experience are also brought in to participate in the sector, however.

“It depends on which unit they go to. If you take Abu Dhabi International Airport as an example, basic training takes one year, and then we validate them as air traffic control assistants,” he said. “They do six months as ACTAs, then they go back to training, and then back to their unit. It probably takes two-and-a-half to three years to train them as operational controllers.”

“The primary business objective of GAL ANS is to become a full and active ANSP in the civil market, starting in the UAE, and then expanding throughout the GCC and MENA,” concluded Alawadhi. o

42 Dubai Airshow News • November 9, 2015 • www.ainonline.com

“The development is anticipated to be the biggest airport project in the world and will be built in two phases.

The first phase (MTB) includes two satellite buildings with a collective capacity of 120 million passengers, accommodating 100 A380 aircraft at any one time and will take between six and eight years to complete. The entire development will cover an area of 56 square kilometers,” said a Dubai Airports press release at the time.

Completion of Phase Two will bring capacity to 220 million.

Emirates CEO Sir Tim Clark ruled out any general move by the airline to DWC in the near future, an indication that existing estimates of around 2025 for Emirates’ final transfer to DWC are still likely to be in place.

“Obviously the pressure is to try and activate and get more value out of DWC, with more foreign carriers going down there. We are already pushing a lot of freight operations down there.

General aviation has been moved down there, the executive jets. And more is coming. All this is on the table at the moment,” Clark said.

“My understanding is that the complete move of Emirates to Dubai South around 2025 is still anticipated. This target date could be altered depending on evolving conditions at the two Dubai airports, at Emirates Airline, and the broader aviation market,” said Kasarda.

Speaking to AIN on October 7, Al Zaffin ruled out the idea of a publicprivate partnership [PPP] to finance the expansion of DWC. He said the Government of Dubai would feel unhappy about the loss of control over speed of decision making to an international consortium. “We have our own ways [of obtaining funding]. I think we are almost there. It is difficult. We would rather have the total control. When you have a PPP, things are very slow to move.

[We rely on] government finance.”

Bizav FBO Stalemate

On business aviation, Al Zaffin said FBOs being developed at DWC would likely be completed at the end of this year or early next year. He said if they were not ready for the Airshow, they would ready soon after. “Hopefully by the beginning of the year we will have an operation. There is a lot of potential for growth. We would like to make Jebel Ali the center. Now, that is Saudi Arabia, in a way, because the money is there.

“We will go for big operators, who will bring in a lot of business to this part of the world. We are not just talking about FBOs, but [also] MROs and a lot of other services.”

Al-Zaffin said a second runway would take a matter of years but would happen before 2020. “I think one is more than enough for now. We

don’t want to put money where it’s not needed. Once we ramp up the capacity of the [MTB], probably we will need a second one for a lot of good reasons.

I think it would come probably a few years from now, but yes, [before the end of the decade].”

Dubai LCC Flydubai will progressively grow its operations at DWC in future years. In addition, Flydubai Cargo will offer a range of transport solutions.

The carrier announced the commencement of its winter schedule in August. The airline said it would operate 70 flights per week from DWC during the winter schedule. Flights to Amman, Beirut, Chittagong, Doha, Kathmandu, Kuwait and Muscat, for both business and economy passengers, will become available. Flights to these destinations will continue to be available from DXB, it said.

“The start of our new operations at DWC provides further opportunities for growth for Flydubai as we take delivery of more than 100 new Boeing aircraft by 2023. We will continue to play an important role in the future of aviation in the UAE,” said Ghaith Al Ghaith, CEO, adding that Flydubai expected to take delivery of eight B737s per year for the next few years until the arrival of the B737MAX. DWC continues to be an airport in waiting. The rebranded Dubai South designation is an indication that there is official frustration with the slow progress the airport is making. And yet, while progress is slow, it is inexorable. The problem goes back to the launch of DWC in 2006 and the fact that the global financial crisis intervened.

Officials at Dubai South are caught between the long and short games they are being forced to play, with the World Expo 2020 the most obvious mediumrange target. Khalifa Al Zaffin has frequently complained about the “psychological barrier” he faces in selling the idea of Dubai South to future clients.

With the arrival of Emirates a decade away, this is not something he can sell as an immediate payoff.

“I do sympathize with Khalifa Al Zaffin’s concern about a ‘psychological barrier’ to people moving down to Dubai South. The most effective way to overcome this potential psychological barrier relatively quickly is to have a well-functioning and expanding Al Maktoum International Airport and Dubai South Aerotropolis with speedy surface connectivity to them from throughout the Emirate. Experience shows that Dubai leadership [airport as well as government] should be up to these tasks,” Kasarda said.

He concluded, “Dubai and its aviation network would best be served by a consolidated international hub airport and a single aerotropolis at Dubai South. DXB and Dubai South have a large, unconstrained canvas on which to develop a world-class 21st century hub airport and surrounding modern aerotropolis. This is the outcome I expect.” o

www.ainonline.com • November 9, 2015 • Dubai Airshow News 00

No nation’s military is complete without at least one operational aircraft painted with a stylized shark’s mouth. Here, an Islamic Republic of Iran Air Force McDonnell Douglas F-4 Phantom II is shown during low-level maneuvering.

Iran prepares to re-equip its military

by Reuben F. Johnson There is probably no air force in modern history that deserves more credit for innovation and adaptive skills than the Islamic Republic of Iran Air Force (IRIAF). For more than 35 years the Iranian force has struggled to maintain a fleet of aging American-made equipment, acquired under the reign of the former Shah of Iran.

Now, the widely anticipated nuclear pact between Iran and a consortium of Western nations will bring about a lifting of economic sanctions that have been in place for several years. With the unfreezing of assets around the world, Iran’s armed forces will be looking to acquire a number of modern weapon systems, most notably new combat aircraft. The current regime has seen its bank accounts across the world frozen, with an aggregate

value of more than US $150 billion–preventing Teheran from accessing the funds.

As for its current aviation assets, all spares and after-sales support by the U.S. was terminated when the current clerical regime came to power in 1979.

For a number of years Iran’s armed forces managed to acquire spares by setting up an overseas procurement division for their armed forces, which operated out of a seven-story building at 4 Victoria Street, London.

The official entity at this address was the National Iranian Oil Company (NIOC). The address was a prestigious location–Westminster Abbey was across the street, and the famous Scotland Yard police headquarters was also nearby. So, it was the last place one would expect to be the center of a military

procurement for a radically anti-Western Islamic regime.

But eventually this office was shut down and Iranian procurement specialists had to find other covert and largely illegal mechanisms for getting their hands on much-needed spare parts.

General wear and tear on this U.S.-made equipment over the years has taken its toll.

Iran has coped through years of improvising, scrounging, reverse-engineering and fabrication of components that could not be acquired by other means.

IRIAF now operates a varied fleet that operates around 40 of the 79 Grumman Tomcats purchased under the Shah, around 60 F-4D/E Phantoms and a similar number of Northrop F-5E/ Fs. Iran took on charge the 24 Dassault Mirage F1s that were flown from Iraq at the end of the

Gulf War, and a similar number of Sukhoi Su-24s were acquired in the same fashion. Other evacuees from Iraq included some MiG-29s, augmented by subsequent deliveries from Russia, and some Su-25s that were recently returned to Iraq to join the fight against Daesh forces. Iran also bought around 20 Chengdu F-7s from China.

Shopping List

Russian, Iranian and other Middle East publications have openly discussed Iran’s intentions to use these soon-to-beavailable funds to go on what more than one news outlet has described as a “buying spree.”

At the top of the shopping list

are a large number of Su-30MKseries fighter aircraft. This model would allow Iran to retire many of these older U.S.-made aircraft, plus the F-7, which is based largely on previous-generation MiG-21-era technology, though somewhat improved by Chengdu, China’s largest fighter aircraft design bureau.

Aside from the Su-30MKs that would become the backbone of the IRIAF, Iran has had in place for years now a contract with Russia for its Almaz-Antei S-300 air defence complex. Under international pressure and informal agreements with both the U.S. and Israel, Russia has refrained from fulfilling this contract, but now seems poised to finally follow through on delivery. According to statements made by Russian industry and Rosoboronexport (ROE) officials, the version of the system that Iran will be receiving is an updated and modernized version of the S-300, designated the Antei-2500.

There are two very significant aspects to Iran’s current leaning in the direction of major acquisitions from Moscow. One is that Tehran has decided to make Russia its strategic industrial partner–at least for now. The biennial Moscow International Aviation and Space Salon (MAKS) Russian national airshow, held in August, saw almost no Western presence, largely due to the U.S. and EU-imposed sanctions over Moscow’s occupation of the Crimea and Donbas regions of Ukraine. But their absence was at Continued on page 44 u

Putting a Northrop F-5 (background) and an Iranian Sa’eqeh side-by-side demonstrates their many differences include engine inlets and features other than tail configuration.

The Iran-built Sa’eqeh is a singleseat fighter derived from the Northrop F-5. Its twin-tail configuration is a distinguishing feature.

An IRIAF F-4 Phantom II is shown firing an air-to-ground munition that has been developed by Iranian industry.

www.ainonline.com • November 9, 2015 • Dubai Airshow News 43

U.S. Army seeking solution to degraded helicopter visibility The U.S. Army will seek a technical solution to help its helicopter pilots navigate in degraded visual environments (DVE)–a hazard it blames for causing nearly $1 billion in material costs since 2002. The service expects to issue a request for information (RFI) to industry this year as it undertakes a formal acquisition strategy to find an answer.

DVE incidents can be caused by blowing sand, dust, fog, smoke, snow, darkness and other conditions. The Army contends that 80 percent of its helicopter losses in Iraq and Afghanistan over the past decade were the result of non-hostile or non-combat factors that included DVE. Over the years, the service has explored different technologies to combat the problem, including millimeter wave radar, infrared imaging and laser detection and ranging.

At the Association of the U.S. Army conference in Washington, D.C. last

month (October), Col. Mathew Hannah, project manager for aviation systems, described a developing acquisition strategy for a DVE/Brownout Rotorcraft Enhancement System (BORES). In addition to issuing an RFI, the Army will conduct a “users assessment” of existing technologies next spring at Yuma Proving Ground, Arizona. The service plans to release a formal request for proposals to industry in FY2017.

UH-60 Black Hawks are the first helicopters the Army will emphasize for a DVE/BORES solution, followed by cargo helicopters including the CH-47 Chinook, and finally AH-64 Apache attack helicopters. Apache pilots already have some capability to navigate through obscurants and adverse weather using the helicopter’s nose-mounted target acquisition designation sight/pilot night vision sensor (TADS/PNVS) system.

A U.S. Army UH-60M Blackhawk helicopter hovers after sling-loading a high mobility multipurpose wheeled vehicle.

An “analysis of alternatives” the Army completed late last year provided the service with direction to move forward with a DVE/BORES program, Hannah said.

“Technology development over the last decade has been significant,” he explained.

The “probability of detection has gotten much better.” The analysis indicated that the service should focus on three elements in developing a “DVE pilotage” solution– symbology and cueing systems; imaging sensors; and aircraft handling qualities to reduce pilot workload.

The users’ assessment at Yuma Proving Ground will take advantage of mounting

PAKISTANI TRAINER ON DISPLAY

MARK WAGNER

The Super Mushshak, built in the Aircraft Manufacturing Facility at the Pakistan Aeronautical Complex, is a primary trainer powered by a 260-hp Lycoming IO-540 engine and seating as many as three. It was developed from the Saab MFI-15 Safari, which first flew in the 1960s.

Iran prepares to re-equip its military uContinued from page 43

least partially compensated for by a major uptick in participation by Iran and other customers interested in Russian hardware.

Iran’s other primary defense industrial partner–China–also had a significantly larger number of visitors at this year’s MAKS. Iran was once thought of as a potential big buyer for a fourth-generation Chengdu product, the J-10, but this option seems to have been shelved in favor of a major acquisition from Russia.

One senior Iranian official at MAKS was the vice-president for Science and Technology, Sourena Sattari. He and Russia’s Minister of Industry and Trade, Denis Manturov, have had a series of meetings in which the two sides have finalized an agreement on the joint production of more than one aircraft type, although the specific types have not been designated.

The two have also discussed extending their cooperation into different areas of aerospace technology and have signed agreements covering the development of engineering centers and industrial parks in both countries. Manturov will make an official visit to Iran after the Dubai Airshow to participate in the opening of a Russian industrial exhibition in Tehran.

“We are interested in supplies to this country; automobiles, aircraft, shipbuilding and other industries,” said Manturov during a recent visit to the city of Khabarovsk, in Russia’s far east.

44 Dubai Airshow News • November 9, 2015 • www.ainonline.com

“We are prepared to work together on conditions of cooperation and joint projects,” he said. Iran is a country where “Russia sees its interest in terms of entering its market.” Coincidentally, the Khabarovsk region is also where KNAAPO is located, one of the two major Sukhoi production plants.

The other implication of Iran opting for major weapons purchases from Russia is that its own indigenous programs would appear to have been eliminated as options.

Both the Azarakhsh, a reverse-engineered variant of the Northrop F-5 developed

Iran’s F-14 fleet was state-of-the art in the 1970s but easily is outclassed now.

U.S. DEPARTMENT OF DEFENSE

by Bill Carey

hardware already fitted on a UH-60 Black Hawk, but the type of sensor evaluated will be less important than the user’s experience, Hannah said. “The real value of that information is taking pilots of various experience levels onto that sensor and seeing how they do. It’s more about the people than it is about the equipment for that particular user assessment,” he explained.

Asked if the Army will consider new technologies, Hannah said: “I can’t say what [the] technology will be two or three years from now, but I can say that our intent is to achieve DVE/BORES pilotage initially, and carry that same technology 360 [degrees] around the aircraft. It may be the same technology, but we’re open to some other technology development that happens over the next two years that leads us in a different direction.”

The service will develop an acquisition strategy and schedule for DVE/BORES in its next program objective memorandum, or POM, cycle. The plan is to brief the Army’s acquisition executive on the program in February. Once leadership approves it, the Army will provide a more specific schedule beyond the planned RFP release in 2017.

“Budget is always a consideration,” Hannah said. “We will be very aware of that fact and we will look for opportunities to reduce our costs. We want [the system] to be lighter than air, and we want it to be able to see like Superman. We will shoot for those goals and see what happens.” o

by Iran’s HESA plant, and the Sa’eqeh (Thunderbolt), a twin-tail variant of the same design, are not considered adequate for the current-day air combat environment.

Another program, formerly known as the Shafaq and now designated the Borhan in a new configuration, is not–by admission of the aircraft’s design team–being considered by the Iranian MoD either.

Another design unveiled in February 2013, the Qaher-313, is reputed to be a stealthy design, but has been labeled a technological hoax by other experts. None of these aircraft is known to exist as a flyable prototype or to have actually flown.

An Israeli analyst commenting on the Qaher-313 design concept told the Times of Israel at the time it was unveiled that Iran’s real requirement is for “a defensive interceptor that gives them the element of surprise…that is big enough to carry real air-to-air missiles.” So far, the Su-30MK is the only aircraft that fits that requirement while at the same time being available for Iran to purchase. o

06 - 08 DECEMBER 2016 DUBAI WORLD CENTRAL

Meet us at The Dubai Airshow Stand 2432

THE GLOBAL HUB OF BUSINESS AVIATION BOOK YOUR SPACE TODAY

WWW.MEBAA.AERO Organised by:

On behalf of:

Interest in NorthStar’s multi-role mods grows Making its Dubai Airshow debut here is the NorthStar Aviation 407MRH, an armed ISR version of the Bell 407 commercial helicopter. Based in Abu Dhabi, NorthStar also has a facility in Florida, where the prototype 407MRH conversion was developed and testflown. The program was first announced at the “Quad-A” show in the U.S. last fall, and a technology demonstrator was shown at the IDEX show in Abu Dhabi earlier this year.

Now, NorthStar is well advanced in fulfilling an order for 30 from the UAE Armed Forces, and deliveries are scheduled to be completed by the end of 2016. A local media photo released recently suggests that the helicopters are already seeing action in Yemen.

NorthStar Aviation was established in 2011 as a full-spectrum MRO organization working primarily with government and military customers. It has the ability to rapidly prototype and field advanced modifications. The 407MRH (multi-role helicopter) was developed to answer the needs of customers who may require an armed ISR capability but at a much lower cost than is associated with full attack helicopters. As well as the UAE order, the 407MRH is receiving considerable customer interest in the Gulf region.

Based on the civilian Bell 407GXP model, the 407MRH is fitted out by NorthStar with a full military system package including a mission management

system, embedded IMU/GPS, TACAN, and a FalconView moving map. Military communications systems include dual integrated tactical ARC-210 multi-band radios; Tetra radio; APX-121 Mode IV IFF transponder; and a BMS Helicoder 4 microwave video downlink system. An L-3 Avionics Systsems 3900.2 electronic standby instrumentation system is installed.

The custom-designed cockpit is compatible with the use of NVGs (night vision goggles), and the helicopter is fitted with infrared navigation lights and a dual-mode IR/white light searchlight. A lightweight modular cockpit armor system has been developed, as well as custom-built carbon fiber doors and covers for mission equipment and antenna mounts.

NorthStar has integrated a weapons management system that can support a variety of munitions, such as AGM-114 Hellfire missiles, laser-guided rockets and podded armament such as GAU-19 0.50-caliber or M134D 7.62mm Minigun and unguided rockets. Weapons are carried on a lightweight weapons platform.

Targeting and ISR functions are made possible through the installation of a FLIR Systems Star SAFIRE 260-HLD in a stabilized nose turret, offering electro-optical/infrared, high-definition color day TV, mid-wave IR and low-light imaging capabilities.

The turret also accommodates laser designator and rangefinder, and a near-IR laser illuminator visible to NVGs. o

U.S. PAVILION OPENS FOR BUSINESS Opening the U.S. International Pavilion (left to right): Frank Pace, president, General Atomics; V. Adm. Joe Rixy, USN, Director of the Defense Security Cooperation Agency; Lt. Gen. Charles Brown, Jr., Commander, USAF Central Command, Southwest Asia; Robert Durbin, COO of the Aerospace Industries Association; Tom Kallman, president and CEO, Kallman Worldwide, organizers of the Pavilion; US Ambassador to the UAE, Barbara Leaf; Assistant US. Secretary of Defense for Acquisition, Katrina McFarland; Heidi Grant, Deputy Under Secretary of the Air Force for International Affairs; Marcus Jadotte, Assistant Secretary of Commerce for Industry and Analysis.

NorthStar Aviation has delivered a significant number of the 30 407MRH light attack helicopters on order by UAE’s military.

DAVID McINTOSH

by David Donald

ATR increasing turboprop production

by Ian Sheppard Franco-Italian turboprop manufacturer ATR is here at the Dubai Air Show (Stand 816) in a region where it has not sold aircraft in as large numbers as in some other regions, although it has found considerable success in the wider area including North Africa, India and Africa.

month, ATR CEO Patrick de Castelbajac said that ATR is on course to produce more than 90 aircraft this year, as planned, but the plant could eventually take production up to 120 aircraft a year. The company has a backlog sufficient for three years’ of production (almost

the ATR variants, the 70-seat ATR 72-600 and 50-seat ATR 42-600, can continue in production, since the ATR 42 is assembled on the same line as the ATR 72. He compared this to Bombardier, whose Q300 production line (separate from the Q400) had to be closed

After more than 30 years since introduction, new copies of the workhorse ATR 42 and 72 models remain available.

An exception was the February 2014 order for 40 ATR 72-600s placed by Dubai Aerospace Enterprise (DAE) Leasing.

During a tour of the ATR factory in Toulouse in September, spokesman David Vargas pointed out that the launch customer for the ATR72-600 had been Royal Air Maroc and the launch customer for the ATR 42-600 was Precision Air Services of Tanzania. Since launching the modernized -600 model, ATR has recorded strong sales worldwide, prompting it to establish a second, more modern final assembly line and taking more hangar space freed up by shareholder Airbus at Blagnac Airport in Toulouse.

This includes a vast new completion and delivery area; its final assembly and completion hangars now total 32,000 square meters of floor space, four times what it had in 2005.

At the European Regions Airline Association (ERA) general assembly in Berlin last

46 Dubai Airshow News • November 9, 2015 • www.ainonline.com

300 aircraft). Vargas reported that ATR now has 194 operators in 94 countries and that the company is hoping to produce 100 aircraft next year.

Whether there will be a new 90-seater is still undecided; it appears that while the Italian shareholders (Finmeccanica) are all for proceeding now, the French side of the 50:50 joint venture company (Airbus Group) wants to wait “until production is stabilized at 100 aircraft a year,” said Vargas. “They think there is no risk right now [of competition launching one] and there is not an immediate need [yet].”

Vargas was keen to point out that despite oil prices crashing, ATR’s market share has remained the same. “This is very important for us and shows that people have discovered what a turboprop is, and perceptions have changed…and residual values are more than 50 percent of the [original price] after 10 years.” The ATR 72-600 list price is now $25.9 million.

Vargas added that both

down due to lack of sufficient orders. Thus the ATR 42-600 is now the only 50-seat regional aircraft in production; even lessors are purchasing them. Some 75 ATR 42s were sold last year.

Leasing companies have taken to turboprops, and particularly ATRs, over the past five years or so, starting with AirLease and Nordic Aviation Capital. “And last year we signed DAE for 20 aircraft,” said Vargas. The first DAE aircraft was due to be delivered at the end of last month.

The Middle East and Africa account for 34 operators in 27 countries, with Africa accounting for the first to operate both the ATR 72-600 (Royal Air Maroc in August 2011) and the ATR 42-600 (Precision Air of Tanzania). But “most aircraft go to Southeast Asia and Latin America,” said Vargas.

ATR now employs 1,200 people, up from 600 ten years ago, and around 7,000 are involved in producing the aircraft. o

PROVEN PERFORMER

Fly nonstop across oceans (up to 4,750 nm/8,800 km); fly one-stop to almost anywhere in the world. The 900LX has unrivaled capability, flying in and out of impressively short fields, burning 40 percent less fuel than its nearest competitor, and offering the comfort factor of three engines. Itâ&#x20AC;&#x2122;s the latest and the best in the iconic Falcon 900 series.

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

PROVEN PERFORMER

Fly nonstop across oceans (up to 4,750 nm/8,800 km); fly one-stop to almost anywhere in the world. The 900LX has unrivaled capability, flying in and out of impressively short fields, burning 40 percent less fuel than its nearest competitor, and offering the comfort factor of three engines. Itâ&#x20AC;&#x2122;s the latest and the best in the iconic Falcon 900 series.

WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600