Ă?ndice
Índice 04/11 - UAE AERO STRUCTURES SUPPLIER USES HANDTMANN MACHINING CENTRES ...................... 3 04/11 - AIRBUS TO BOOST A320 PRODUCTION TO 60 A MONTH IN MID2019 ........................................... 6 04/11 - EMIRATES ASSINA PEDIDO FIRME COM EMBRAER PARA 5 JATOS, COM OPÇÃO PARA MAIS 5 ............................................................................................................................................................................. 9 04/11 - LÍBANO CONFIMA COMPRA DE SEIS SUPER TUCANO .................................................................. 10 06/11 - NOVO MOTOR DO EMBRAER E-JET 2 É TESTADO EM AVIÃO DA BOEING ................................. 12 06/11 - AIRBUS RECEBE 35 ENCOMENDAS E FAZ 49 ENTREGAS EM OUTUBRO .................................. 14 06/11 - JATO DA MITSUBISHI VAI VOAR NA PRÓXIMA SEMANA ............................................................... 15 06/11 - EMPRESA BRASILEIRA LANÇA HELICÓPTERO NÃO TRIPULADO ................................................ 17 08/11 - EMIRATES PODEM ESTUDAR 787 / A350 ORDEM POR MAIS UM ANO ........................................ 18 09/11 - EMBRAER FECHA ACORDO PARA VENDA DE SEIS SUPER TUCANO PARA O LÍBANO ............ 20 09/11 - IAG CONVERTS FOUR A330S AND 15 A320NEO AIRCRAFT INTO FIRM ORDERS ...................... 21 09/11 - INTERNATIONAL AND DOMESTIC TRAFFIC POWERS MIDDLE EAST GROWTH ......................... 22 09/11 - BOEING COULD SELL ‘THOUSANDS’ OF MIDSIZE ‘NMA’ JETS ..................................................... 24 10/11 - AEROPORTOS INVESTEM US$ 8,7 BILHÕES EM TI ........................................................................ 25 10/11 - DECISION LOOMS FOR ENGINE ALLIANCE ON GP7200 UPGRADE ............................................. 27 10/11 - DECISION LOOMS FOR ENGINE ALLIANCE ON GP7200 ................................................................ 28 UPGRADE ......................................................................................................................................................... 28 10/11 - EMBRAER TO TAKE DELIVERY OF FIRST ENGINES FOR E190 E2 NEXT WEEK......................... 29 10/11 - EMPIRE AVIATION GROUP ADDS NEW EMBRAER LEGACY 650 EXECUTIVE JET TO MANAGED FLEET; FIRST 650 ON CHARTER IN MIDDLE EAST ..................................................................................... 31 11/11 - MITSUBISHI AIRCRAFT FLIES THE MRJ ........................................................................................... 32 11/11 - EMBRAER WARY OVER QUEBEC FUNDING FOR BOMBARDIER CSERIES ................................. 33 12/11 - BOEING CO LIKELY TO OPEN TEHRAN OFFICE ONCE SANCTIONS GO ..................................... 35 12/11 - THE OFFICE WILL BE USED TO RESUME COMMERCIAL RELATIONS WITH IRANIAN AIRLINES AND OFFICIALS................................................................................................................................................ 35 12/11 - ROLLS-ROYCE AND BAE TO CUT JOBS AS MARCH OF THE MAKERS STUMBLES AGAIN ....... 36 13/11 - MUBADALA TO GET AIRBUS A350, MORE A380 IN NEW WORK PACKAGES ............................... 39 16/11 - U.K. STRATEGIC DEFENSE AND SECURITY REVIEW: RUMORS AND PREDICTIONS ................ 40
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04 de novembro de 2015
UAE aero structures machining centres
supplier
uses
Handtmann
Being a main supplier of aircraft components to OEMs and major aircraft suppliers in France, Italy and the USA such as Airbus, Stelia, Alenia Aermacchi, BAE Systems, Boeing, Dassault Aviation, Selex and others, the Abu Dhabi (UAE) based aerostructures component manufacturer Tawazun Precision Industries (TPI) is relying on 5? axis machining centres from the German machine builder Handtmann A?Punkt Automation GmbH in order to cover their impressive diversity of applications. Seven Handtmann machines in total are being used for high speed aluminium machining, in addition to dedicated titanium machines from other manufacturers. TPI currently faces an increasing order book as Airbus, Boeing and other aerospace customers have signed multi?year contracts. “A decrease in production volumes is not of any concern at all” states Kyle Wagner, Operations Manager Aero? Structures at TPI, referring to official forecasts of the “Big Two” – Airbus and Boeing? which are absolutely positive. Along with the development of the international aerospace industry, TPI has been growing constantly for years. And so did their output. TPI is currently forecasting to increase their production volumes by 50% year on year for the next three years. Within their production they try to keep a reasonable balance between aluminium and titanium machining to always being able to offer what the OEMs need. In correspondence to its usage in airplanes the material ratio is about 80:20. Amongst
other
brands
TPI
uses
seven
5?axis
machining
centres
from
the
Germany?based machine builder Handtmann for high speed milling of aluminium. Covering more than 50 unique part numbers in total, TPI is machining a notable variety of aircraft parts. Thus the seven Handtmann machining centres are varying too in terms of machine type. The profile machining centre PBZ HD 600 is primarily machining fuselage frames and cockpit frames, center wing boxes and various beams with a total length of up to 6,000 mm. With a maximum travel speed of 70/40/40 m/min in XYZ high performance in aluminum machining and appropriate cutting
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parameters are guaranteed. With the two HBZ Compact Cell 200/100 horizontal machining centres equipped with a 2,000 x 1,000 mm table and additional set?up stations for main?time parallel set?up TPI is producing a mixture of different structural parts, wing sections and fuselage frames with a 30,000 rpm high power spindle and 60/40/60 m/min travel speed. The four HBZ AeroCell 500/200 machines with 5,000 x 2,000 mm pallet size are used for high speed machining of fuselage frames and a lot of various parts between cockpit and wings. The four machines allow the machining of any HBZ AC dedicated part on each of the four machines which allows a lot of flexibility. The big pallet size allows getting several identical parts out of one aluminium plate. A powerful high speed spindle with 125 kW and 30,000 rpm ensures high material removal rates and thus short machining times. The integrated pallet automation of the HBZ AeroCell machines increases productivity additionally as non?productive times are kept to a minimum. “These machines are brilliant for high speed milling” a TPI NC?programmer states referring to the HBZ AeroCell as well as the HBZ CompactCell horizontal machining centres. He also highlights the extreme power of the machines. This is one of the advantages resulting from the horizontal concept combined with high spindle power: High cutting rates and advantageous chip removal favor really good cycle times. Operations Manager Kyle Wagner is
satisfied with the Handtmann machines'
performance. Cycle times are even better than estimated by TPI before buying the HBZ AeroCell machines. Very fast rapid feeds, very good cutting rates, very powerful machines and efficiency ? all resulting in satisfying productivity. In terms of user?friendliness machine operator Vivek – he seems to be proud about the fact that he was the first person at TPI who ever touched a Handtmann machine – rates the Handtmann machining centres positive and highlights the easy set?up due to horizontally positioned pallets on the HBZ AC and HBZ CC, good chip removal system, good operation in general and good visibility of the machining environment. The HBZ AC being a rather large machine has a video câmera for improving the visibility while machining. Although the current degree of capacity utilization on the TPI shop floor is around 100% TPI plans to significantly increase the output. The planned 50% increase of total output is only possible with powerful machines and improved milling strategies, especially as TPI doesn't necessarily plan to invest in a lot of new machinery until the current programs have been fully optimized. “We want to get the absolute maximum
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out of the machines. They are so powerful that there is still some potential by modifying and optimizing milling strategies, optimizing programs and modifying tool selection to reach the best results possible. The machines are not the limitation. There's still a lot of room for improvement” according to Wagner. Besides process optimization, TPI will also set an even higher priority on machine maintenance and servisse support to keep the machines running smoothly. As TPI produces 24/7, machine reliability is most important. Therefore also service support is crucial. In this respect, TPI is satisfied with Handtmann. According to Wagner, spare part deliveries, reaction times, remote diagnostics, problem solving, training – all of these major service quality features are considered as very positive. In case of a machine stop the complexity of the Handtmann machining centres with detailed PLC programs and remote diagnosis capabilities allow na immediate detection of faults and to diagnose them easily due to various internal sensors for example. Ordering seven machines in total in a very short time starting from 2010 there have been some challenges on both TPI and Handtmann side in the beginning. But in the meantime most of them could be overcome so that the degree of capacity utilization of the Handtmann machines is now as good as expected. Even though being a rather small and young company the UAE based company considers themselves as a “key player in the international aerospace industry” who plays a significant role in the international aero structures supply chain. Not necessarily in terms of volumes, but especially due to excellent reputation for on?time delivery, on?time quality and cost competitiveness, according to Kyle Wagner. When it comes to high speed aluminium cutting TPI's seven Handtmann machining centres are a fundamental base for their plan of significantly increasing their output and for staying one of the key players in the international aerospace/supply chain.
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04 de novembro de 2015
Airbus to boost A320 production to 60 a month in mid2019 To match ongoing high demand for its bestselling A320 Family, Airbus has taken the decision to further increase the production rate of the Single Aisle Family to 60 aircraft a month in mid2019. The decision follows thorough studies on production rampup readiness in the supply chain and in Airbus sites to allow the rampup. To enable the rampup Airbus will extend its capacity in Hamburg with the creation of an additional production line. In parallel Airbus will integrate cabin furnishing activities for A320 aircraft produced in Toulouse into the Final Assembly Line in Toulouse, and thereby harmonising the production process across all A320 Family Final Assembly Lines worldwide. “The growing Single Aisle demand and impressive backlog for both CEOs and NEOs led us to decide on a further rampup,” said Didier Evrard, Executive Vice President Programmes. “I am confident that we have the highest skilled teams and the right solutions in place to gradually move to the highest production rate ever achieved in civil aviation history.” The A320 Family is the world's bestselling single aisle product line with over 12,200 orders since launch and more than 6,700 aircraft delivered to more than 300 operators worldwide. Thanks to their widest cabin, all members of the A320 Family offer unmatched comfort in all classes and Airbus' 18” wide seats in economy as standard. With one aircraft in four sizes (A318, A319, A320 & A321), the A320 Family, seating from 100 to 240 passengers, seamlessly covers the entire singleaisle segment from low to highdensity domestic to longer range routes. The A320neo Family incorporates latest technologies including new generation engines and Sharklet wing tip devices, which together deliver more than 15 percent in fuel savings from day one and 20 percent by 2020 with further cabin innovations. With over 4,300 orders received from more than 75 customers since its launch in 2010, the A320neo Family has captured almost 60 percent share of the market.
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04 de novembro de 2015
Aéro Montréal applauds the Government of Québec's $1 billion US contribution in a partnership with Bombardier for the CSeries Aéro Montréal, Québec's aerospace cluster, is delighted that the Québec government announced today the establishment of a limited partnership with Bombardier to carry out the CSeries program and a $1 billion US investment enabling Québec to own a 49.5% stake in the new company. "This announcement demonstrates the importance the government attaches to the CSeries and its significance to the development of Québec's aerospace industry," said Suzanne Benoît, President and Chief Executive Officer of Aéro Montreal. "Bombardier is the flagship company for the aerospace industry in Québec and Canada. Supporting it is necessary to maintain quality jobs in Québec. The government's investment comes at a strategic time in the development of the CSeries program and will reassure all stakeholders
in
Québec's
aerospace
supply
chain.
Among
others,
maintaining
manufacturing activities and Bombardier's engineering services in Quebec will help spark renewed optimism among the industry, as well as among all the workers and students who are developing or want to develop in this sector." By becoming a partner of the company, the Québec government is making a longterm investment in the CSeries program, which employs about 1,700 workers across the province. Research and development (R&D) is a key driver for maintaining the Québec aerospace industry's position as a world leader. This sector represents 70% of total Canadian R&D investments and a quarter of the Greater Montréal's aerospace workforce. The Québec Investment is therefore vital over the long term to ensure the region's economic growth. About Aéro Montréal Created in 2006, Aéro Montréal is a strategic think tank that groups all the major decision makers in Québec's aerospace sector, including companies, educational and research institutions, as well as associations and unions. Aéro Montréal's mission is to mobilize Québec's aerospace cluster with a view to increasing its growth and expansion on the global scene. Its vision is to become a
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benchmark in global aerospace. To do so, it champions the following values: excellence, engagement, collaboration, versatility and innovation.
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04 de novembro de 2015
Emirates assina pedido firme com Embraer para 5 jatos, com opção para mais 5 A Embraer Aviação Executiva anunciou na manhã desta quarta-feira, 4, que a Emirates Flight Training Academy assinou um pedido firme para compra de cinco jatos Phenom 100E, com opção para mais cinco aeronaves do modelo. O início das entregas está programado para 2017. A empresa não informou o valor do pedido. Em nota, o presidente da Embraer Aviação Executiva, Marco Tulio Pellegrini, destaca que o centro de treinamento da Emirates oferece um dos mais inovadores e avançados programas de capacitação para piloto de companhia aérea e que é uma satisfação fornecer o jato de treinamento para atender à futura demanda por pilotos profissionais. O Phenom 100E já opera em escolas de voo na Austrália, nos Estados Unidos e na Finlândia. Também em nota, o vice-Presidente Executivo e de Operações da Emirates, Adel Al Redha, ressalta que a indústria mostra um crescimento na necessidade por pilotos, principalmente nos próximos anos. "O Oriente Médio e a região do Golfo terão a maior demanda por pilotos para apoiar a expansão e chegada de novas aeronaves", disse. A Emirates opera uma moderna frota de mais de 240 aeronaves de longo alcance para atender uma rede global de mais de 145 destinos em seis continentes. Para atender à constante expansão da operação, a Emirates recruta candidatos a piloto em todo o mundo para trabalhar com uma equipe multicultural de mais de 160 nacionalidades.
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05 de novembro de 2015
LÍBANO CONFIMA COMPRA DE SEIS SUPER TUCANO Modelos adquiridos pela Força Aérea Libanesa serão fabricados pela Sierra Nevada, nos EUA
O Super Tucano pode ser empregado em missões de ataque ao solo e até como caça (FAB)
A República do Líbano confirmou nesta segunda-feira (9) a compra de seis aeronaves A-29 Super Tucano, após aprovação do Departamento de Estado dos Estados Unidos. Os modelos, apesar de desenvolvidos pela Embraer, serão fabricados pela Sierra Nevada, em Jacksonville, nos Estados Unidos – a fabricante norte-americana é parceira da Embraer na área de defesa. O contrato, avaliado em US$ 173 milhões, inclui suporte logístico para a operação das aeronaves, bem como um sistema de treinamento completo para pilotos e mecânicos da Força Aérea do Líbano. “A escolha do A-29 pela Força Aérea Libanesa comprova a superioridade do Super Tucano e sua capacidade de enfrentar os desafios do teatro de operações no Oriente Médio”, disse Jackson Schneider, Presidente e CEO da Embraer Defesa & Segurança. “O Super Tucano é a melhor e
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mais eficaz aeronave do mercado com um histórico comprovado de sucesso com forças aéreas ao redor do mundo”. Em mais de dez anos de operação, o Super Tucano já alcançou mais de 230 pedidos firmes. Com mais de 140 configurações de armamentos certificadas, o avião está equipado com tecnologias avançadas em sistemas eletrônicos, eletro-ópticos, infravermelho e laser. Além do Brasil, outras 15 forças aéreas pelo mundo utilizam o Tucano e sua versão mais avançada, o Super Tucano. A aeronave pode servir nas funções de treinamento avançado, ataque ao solo e até mesmo interceptar outras aeronaves com o emprego de mísseis.
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06 de novembro de 2015
NOVO MOTOR DO EMBRAER E-JET 2 É TESTADO EM AVIÃO DA BOEING Turbofan “PurePower” da Pratt & Whitney completa primeiro voo instalado em Jumbo de Testes
O Boeing 747SP voou com os motores que serão instalados nos novos jatos da Embraer (Pratt & Whitney)
Os novos Embraer E-Jets 2 ainda não voaram, mas seu motor sim. A Pratt & Whitney, fabricante de motores aeronáuticos, realizou com sucesso o primeiro voo do motor PW1900G PurePower, que vai equipar os novos jatos E190-E2 e E195-E2, em Mirabel, no Canadá. O teste de voo foi realizado com os motores instalados em um Boeing 747SP da Pratt & Whitney, utilizado como “avião-laboratório” para testas novos componentes. “O início da campanha de ensaios em voo do motor é um marco importante para nós, no momento em estamos trazendo a segunda geração do E-Jets do conceito à realidade”, disse Paulo Cesar Silva, presidente da Embraer Aviação Comercial. “A adição de motores PurePower em nossas aeronaves de
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desempenho comprovado e com uma cabine premiada oferece uma proposta de valor atraente para nossos clientes”, completou. O motor que será aplicado nos E-Jets 2 é derivado da família PurePower, que também equipa os Bombardier CSeries (versão PW1500G) e Airbus A320neo (PW1100G-JM). Atualmente a série acumula mais de 23.000 horas de voo e 40.000 ciclos. A Pratt & Whitney faz parte do consórcio que também fornece o motor V2500-E5 para a Embraer KC-390, que está em campanha de certificação. A fabricante canadense é ainda a responsável pelo sistema de potência auxiliar para o programa dos E-Jets E2.
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06 de novembro de 2015
Airbus recebe 35 encomendas e faz 49 entregas em outubro A fabricante europeia de aviões Airbus informou que os contratos registrados durante o mês de outubro por 35 aeronaves das famílias A350 XWB, A330 e A320 aumentaram as encomendas líquidas da companhia em 2015 para um total de 850 unidades. No geral, as encomendas líquidas da Airbus nos dez primeiros meses do ano, por aeronaves das famílias A320, A330 e A350XWB, alcançaram 850 unidades. Os pedidos são compostos por 39 modelos A319/A320/A321s, com a atual configuração de opção de motores (CEO), 687 versões com nova opção de motores (NEO), 92 aeronaves A330ceo, 25 A330neo, além de sete modelos A350 XWBs. A Airbus também realizou 49 entregas em outubro, somando jatos de toda a linha de produção, sendo 37 aeronaves da Família A320, seis A330s, quatro A350 XWBs e dois modelos A380s. A atividade leva o total de entregas da Airbus em 2015 para 495 aeronaves, recebidas por 81 clientes. Considerando as entregas e encomendas no mês, o backlog — quanto a empresa tem de produzir em um período — da Airbus chegou a 6.741 aeronaves no fim de outubro, o que corresponde a aproximadamente dez anos de produção. Desde sua criação, a Airbus já registrou cerca de 16 mil encomendas por todas as suas famílias de aeronaves.
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06 de novembro de 2015
JATO DA MITSUBISHI VAI VOAR NA PRÓXIMA SEMANA Aeronaves MRJ serão concorrentes do E-Jets, da Embraer; lançamento é previsto para 2017
O MRJ 90 terá capacidade para transportar até 96 passageiros (Mitsubishi)
A indústria aeronáutica japonesa está pronta para decolar novamente. Em entrevista ao site Flightglobal, o vice-presidente da Mitsubishi, Yugo Fukuhara, confirmou que o primeiro jato comercial da empresa, o MRJ, realizará seu primeiro voo na próxima semana, no dia nove de novembro, após receber autorização para voar dos órgão de aviação do Japão. Fukuhara revelou que a fabricante já simulou em computadores diversos cenários de pousos e decolagens com o MRJ, com condições normais e anormais de climas, e nenhuma irregularidade
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no projeto foi encontrada. Até o momento, o MRJ apenas rolou pela pista do Aeroporto Internacional de Nagoya, em provas de taxiamento. O Mitsubishi MRJ é um jato para operações regionais e será oferecido em duas versões, o MRJ 70, com capacidade entre 70 e 80 passageiros, e o MRJ 90, para até 96 ocupantes. O modelo de maior porte será lançado primeiro, no segundo semestre de 2017, segundo Fukuhara, e a versão mais curta deve estrear no ano seguinte. Segundo o vice-presidente da empresa, já existem 223 pedidos firmes pelo MRJ 90 e opção para mais 184 unidades, de companhias aéreas do Japão, Estados Unidos e Myanmar. Esse modelo é avaliado em cerca de US$ 42 milhões, enquanto o MRJ 70 custará US$ 34 milhões. Quando chegarem ao mercado, os novos aviões da Mitsubishi vão concorrer diretamente com os E-Jets, da Embraer, em especial o modelo “caçula” E175, que transporta até 86 passageiros, mesma capacidade do MRJ 90. O jato japonês também vai concorrer com o canadense Bombardier C Series, que será introduzido a partir de 2016.
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06 de novembro de 2015
EMPRESA BRASILEIRA LANÇA HELICÓPTERO NÃO TRIPULADO Aeronave desenvolvida pela FT Sistemas pode permanecer voando por até 18 horas O helicóptero não tripulado começa a ser fabricado em 2016 (FT Sistemas). A indústria brasileira já domina a tecnologia para produzir aeronaves não tripuladas. A FT Sistemas, de São José dos Campos (SP), que o diga: a empresa anunciou que vai lançar em 2016 um helicóptero não tripulado, o FT-200FH, que poderá ser aplicado tanto no setor civil quanto pelas forças armadas. Como explica a fabricante, o helicóptero é uma ARP (Aeronave Remotamente Pilotada) com dois metros de comprimento e 90 kg. O motor é a gasolina e permite ao aparelho permanecer voando por até 18 horas ininterruptas. A aeronave foi montada na configuração “fletteners”, cois dois rotores paralelos, o que permite eliminar o rotor traseiro. Com essas características, a FT Sistemas indica seu ARP no uso civil para atividades como a inspeção de redes eletricas remotas, monitoramento de agronegocios, transporte rápido de cargas de pequeno porte e alto valor, como medicamentos, entre outras utilizações. Já o militares podem aplicá-lo em longas missões vigilância de fronteiras. De acordo com a empresa, o FT-200FH começa a ser produzido a partir de janeiro de 2016. Também participam do projeto a Celesc (Centrais Elétricas de Santa Catarina) e o Inerge (Instituto de Estudos e Gestão Energética), além de empresas da Alemanha e Inglaterra. Para desenvolver o FT-200FH a empresa fez investimentos da ordem de R$ 9,3 milhões. A aeronave já passa por processo de Certificação junto à ANAC (Agência Nacional de Aviação Civil). “Um dos objetivos ao desenvolver o FT-200FH é ampliar as exportações com a meta de faturamento entre R$ 20 milhões e R$ 30 milhões nos próximos dois anos”, explica Nei Brasil, diretor presidente da FT Sistemas.
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08 de novembro 2015
Emirates podem estudar 787 / A350 Ordem por mais um ano Emirates quer mais dados operacionais das companhias aéreas para os Airbus A350 antes de tomar uma decisão sobre um pedido para o tipo, ou para mais de Boeing 787s, o presidente da companhia aérea Tim Clark disse durante o Dubai Air Show. A companhia aérea não está anunciando quaisquer ordens no show porque a sua campanha de médio gêmeo não foi finalizado e Airbus não lançou uma A380neo, que Clark foi empurrando para. Emirates cancelada uma ordem anterior para 70 A350, porque a aeronave eram "sem contrato" por, em seguida, em termos de alguns critérios de desempenho. Agora ele está olhando para encontrar um subfrota que irá substituir os A330, A340 e 777200ER a transportadora opera. "Indo para o sul em tamanho não é tão inteligente", diz Clark, então Emirates está olhando para uma combinação de 7879 e 10s bem como A350900 e 1000s. A companhia aérea não exige mais alterações à 78710, uma vez que "vai fazer a maior parte do mundo que nós queremos que ele faça." Mas se a Boeing quer ter uma chance de ganhar o contrato, terá de incluir os critérios em suas garantias de desempenho. Do lado da Airbus, Clark está incitando Airbus a rampa até as taxas de produção mais rápido do A350 para que o tipo se estabelece mais rapidamente. Emirates vai esperar para tomar uma decisão por até um ano até que a frota em operação de A350 atingiu cerca de 20, voando com diversas companhias aéreas diferentes e em diferentes perfis missão. No entanto, Clark aponta que ele é "não duvidando de que é uma boa aeronave." Clark confirmou que a Emirates pode converter os últimos 25 encomendas do lote de 50 que pedimos no 2013 Dubai Air Show em A380neos e escolher uma versão atualizada da RollsRoyce Trent XWB motor para o tipo, deve Airbus decidir lançar a nova variante. Emirates não é apenas afiado para o tipo a ser construído, mas também para que ele se torne disponível em 2020: As primeiras locações de sua frota A380 existentes estão expirando e Emirates, idealmente, gostaria de substituílos com o A380neo. Clark aponta que "não tem necessariamente de ser feito um estiramento." O A380neo, nas estimativas de Clark, será 1013% mais eficiente em uma base custo unitário do que o modelo atual. Além de Airbus hesitação para iniciar o neo, Emirates maior problema em termos de encomendar mais A380 é a falta de capacidade no aeroporto de Dubai atual eo horário ainda incerto de abertura Dubai World Central (DWC). A companhia aérea está tomando mais 21 aeronaves A380 em 2016.
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Além de seu próprio fluxo de entregas para 2017, a Emirates está aberto para pegar slots de produção atualmente destinados à locador Amedeo, que teve problemas para encontrar operadores para os 20 A380s que tem encomendados. "Vamos ver, temos o espaço para ele." Dubai Airports está atualmente passando por uma série de iniciativas adicionais que fariam mais capacidade disponível na unidade atual, tanto no terminal e aeroportuário.
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09 de novembro de 2015
Embraer fecha acordo para venda de seis Super tucano para o Líbano A fabricante brasileira de aviões Embraer anunciou nesta segunda-feira a confirmação da venda de seis A29 Super Tucano para a República do Líbano. As aeronaves, produzidas em parceira com a americana Sierra Nevada Corporation, serão integradas à força aérea do país do Oriente Médio. Segundo a fabricante, o contrato inclui suporte logístico para a operação das aeronaves, além de treinamento para pilotos e mecânicos da Força Aérea Libanesa. A venda foi aprovada em junho pelo Departamento de Estado dos Estados Unidos. “A escolha do A29 pela Força Aérea Libanesa comprova a superioridade do Super Tucano e sua capacidade de enfrentar os desafios do teatro de operações no Oriente Médio”, disse Jackson Schneider, presidente da Embraer Defesa & Segurança, em comunicado. O modelo turboélice é utilizado em apoio tático de operações militares. Os aviões serão produzidos em Jacksonville, nos Estados Unidos.
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09 de novembro de 2015
IAG converts four A330s and 15 A320neo aircraft into firm orders The Board of the International Airlines Group (IAG) has firmed up orders for 19 additional widebody and single aisle aircraft (2 A330-200s, 2 A330-300s and 15 A320neos). This latest agreement with IAG and its airlines takes their cumulative Airbus orders to a total of nearly 470 aircraft. The two A330-200s will be assigned to Iberia and the two A330-300s will be operated by Aer Lingus. The 15 A320neos will be assigned within the group. “Between them, the airlines in IAG operate or have on order our full range of Airbus aircraft. IAG is one of our most prestigious customers and these new repeat orders for A330s and A320neos confirm again the high added value and superior productivity of our widebody and single aisle aircraft.” Said John Leahy, Chief Operating Officer – Customers. The A330 is one of the most popular widebody aircraft ever and has to date won over 1,500 orders, with over 1,200 flying with more than 100 operators worldwide. Airbus is investing hundreds of millions of Euros per year in the A330 Family to maintain the aircraft at the leading edge of innovation. The A330 Family is part of the world’s most modern and comprehensive widebody product line, which also includes the larger A350 XWB and double deck A380. Incorporating new engines and the latest technologies, the A320neo Family will bring a step-change reduction in fuel consumption of over 15 per cent, longer range capability and reduced maintenance costs, as well significantly reduced carbon emissions. Since its launch in 2010 the A320neo Family has won 60 per cent of all new orders for single aisle aircraft with over 100 seats and has been selected by over 75 airlines worldwide.
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09 de novembro de 2015
International and domestic traffic powers Middle East Growth
Aviation growth in the Middle East has been so impressive; few regions of the world can match it. In the last decade, travel to from and within the region has quadrupled earning the region the title of today’s aviation crossroads. Thanks to aircraft like the A380, the A350 XWB, the A330 and A330neo, now well over 90% of the world’s population can connect via the Middle East. Latest estimates say aviation supports two million jobs and US$116 billion in GDP in the region. In the next 20 years (2015-2034) traffic in the Middle East will grow at 6.0% well above the world average 4.6%. This will drive a need for nearly 2,460 new passenger and freighter aircraft valued at US$590 billion. Of these nearly 1,890 will be for growth and 570 for replacements. By 2034, the fleet of passenger and freighter aircraft in the
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Middle East region will almost treble from nearly 1,100 in 2015, to over 2,950 by 2034. Long haul is at the heart of international traffic growth, this is possible through the use of wide-body aircraft like the A380, A330, and increasingly in the future the A350 and the A330neo. In the next 20 years, the region will require some 1,570 widebody aircraft to meet demand. Domestic and inter-regional growth is becoming increasingly significant also growing at nearly 6%. Fuelled by urbanisation, an increase in the number of mega-cities from four to nine, and a doubling in the propensity to travel for business and tourism (leisure and cultural), by 2034, the Middle East will need an additional 890 single aisle aircraft driven by these trends. Emerging economies are now the real engines of worldwide traffic growth. Economic growth rates in neighbouring economies such as China, India, and Africa will average 5.8% per year, doubling the number of middle classes to 4 billion people. By 2034, the 6.3 billion people in these economies will account for 40% of private worldwide consumption compared to 31% today, a trend that is good for their economies and for growth in air travel. “The impressive rise of the Middle East as the world’s aviation crossroads is in large part due to wide-body aircraft,” said John Leahy, Chief Operating Officer - Customers. “Regional and domestic routes are also growing with our single aisle products. Emerging economies with growing aspirational middle classes will continue to be a strong catalyst for air traffic growth.” In the next 20 years (2015-2034), according to Airbus’ Global Market Forecast, global passenger traffic will grow at an average 4.6% a year, driving a need for some 32,600 new aircraft (31,800 passenger sized 100 seats and above and 800 freighters) worth US$4.7 trillion. By 2034, passenger and freighter fleets will more than double from today’s 19,000 aircraft to 38,500. Some 13,100 less fuel efficient passenger and freighter aircraft will be retired. Average aircraft size has grown by 40 per cent since the 1980s with airlines up-sizing to make more efficiently use of slots particularly at airports where adding frequency is difficult. A focus on sustainable growth has enabled fuel burn and noise reductions of at least 70 per cent in the last 40 years and this trend continues with innovations like the A320neo, the A330neo, the A380 and the A350 XWB.
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Dia 09 de novembro
Boeing Could Sell ‘Thousands’ of Midsize ‘NMA’ Jets Boeing says the ripening market for a new middleofthemarket (MOM) aircraft seating between 220 and 280 passengers could see sales “in the thousands.” The embryonic “757replacement” study is for an aircraft with more capacity than the 737900ER/7379 but with less range than the 787. Now thought to be called the NMA (new midsize airplane), the project is targeted at a potential entryintoservice no earlier than 2022. John Wojick, senior vice president, Global Sales & Marketing, Boeing Commercial Airplanes, says “we see substantial demand. If we can produce an airplane with a range of 4,500 to 5,000 miles, seating about 220 to 280 passengers then there would be an awful lot of demand, in the thousands. Easily more than 2000,” he adds. The configuration of the NMA, and even whether the aircraft should be a longer singleaisle or a shorter twinaisle, remains undecided. “Customers want the most eficiente aircraft with singleaisle economics,” says Wojick. Fuel efficiency is a key driver of the design, but as the wider fuselage of a twinaisle would incur greater drag, then the single aisle feature could be retained. “If it means two aisles is less efficient then they’d be happy with a single aisle,” he adds. The NMA, formerly known as MOM, is in line for possible development beyond the current committed commercial development programs. “We have got to finish the MAX family, which begins to deliver in 2017, then we have the 78710 in 2018 and the 777X in 2020 (7779X) and 2022 (7778X). Beyond that we have been studying what are the opportunities to enhance our product lines going forward. It’s very clear to us there is na interest in an aircraft larger than MAX in terms of seats but with less range than the 787,” adds Wojick.
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10 de novembro de 2015
Aeroportos investem US$ 8,7 bilhões em TI Os investimentos realizados pelos aeroportos em tecnologia da informação (TI) vão atingir US$ 8,7 bilhões no mundo este ano, um crescimento de 11,5% sobre os US$ 7,8 bilhões aportados nesse item pelo setor em 2014. Segundo estudo realizado pela Sita companhia de TI controlada por um pool de 500 empresas aéreas, que está em 200 países e fatura US$ 1,8 bilhão por ano, os terminais aeroportuários estão se tornando cada vez mais centros de serviços, além de equipamentos de infraestrutura. O levantamento, feito com 223 operadores de aeroportos no mundo, mostra que os investimentos em TI representaram 4,4% das receitas dos terminais aeroportuários em 2013, subiram para 5,8% em 2014 e vão fechar este ano com uma participação equivalente a 6,2% do faturamento do setor. "Essa é uma tendência que já vem ocorrendo em todo o mundo. Ocorre com velocidades diferentes de país para país, mas os tipos de tecnologia são semelhantes, até porque a aviação é uma indústria global", disse ao Valor o vicepresidente da Sita, o brasileiro Mauro Pontes. Segundo ele, é o consumidor que vem demandando novas tecnologias. "Mesmo o passageiro doméstico exige modernização, porque ele é influenciado sempre que passa por um 'hub' internacional", disse o executivo. Na lista dos serviços que mais recebem recursos estão os processos relacionados aos passageiros de Checkin a segurança e comércio, que têm recebido investimentos em 73% dos aeroportos. Em seguida vêm as operações aeroportuárias, que incluem desde alocação de equipamentos ao tráfego de aviões e são prioridades para 40% dos operadores. Outro item relevante é o processamento de bagagens, que tem recebido recursos em 39% dos aeroportos. Exemplo desses investimentos são os quiosques de autoatendimento para checkin. Em 2014, esses terminais estavam presentes em 75% dos 200 maiores aeroportos do mundo; hoje integram 99,5% dos terminais. O passo seguinte é universalizar o autoatendimento no despacho de bagagens, hoje presente em apenas 1% dos terminais. Segundo a pesquisa da Sita, investimentos já em andamento elevarão a presença desse equipamento a 40% dos aeroportos até 2018. O vicepresidente da Sita diz que o autoatendimento é uma demanda dos passageiros, mas também representa produtividade e, assim, margem de lucro, para os donos de aeroportos. Ele cita a tecnologia implantada em terminais digitais na Imigração dos aeroportos de Boston, Miami, Las Vegas, Los Angeles e Orlando, que reconhece a identidade dos viajantes, reduzindo o tempo das filas em até 40% nessas áreas.
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Pontes aponta outra tecnologia que está se multiplicando rapidamente, o "beacon" dispositivo sem fio que, ao ser instalado no aeroporto, conectasse ao celular de quem entra no terminal, reconhecendo esse usuário. Segundo ele, os aeroportos oferecem esse sistema para lojistas enviarem ofertas a clientes que estão no local. Além disso, essa tecnologia permite às companhias aéreas acompanhar a localização de passageiros e bagagens no terminal, reduzindo custos provocados por voos que atrasam por causa de pessoas perdidas ou malas extraviadas. O vicepresidente da Sita diz que esses investimentos em TI têm sido mantidos mesmo em mercados em recessão, como o brasileiro, porque os operadores estão buscando alternativas para gerar mais receitas. "Antes, a discussão era muito em cima de custo. Hoje, a gente vê no Brasil uma maior preocupação do concessionário com relação ao retorno que vai ter a partir com o investimento." O executivo disse que os aeroportos que integraram a primeira onda de privatização no país Guarulhos, Brasília, Viracopos Campinas (SP) e Natal já entraram na segunda etapa de investimentos, mais focada em serviços que em infraestrutura, como pistas e prédios. "Nossa expectativa é que Galeão [RJ] e Confins [MG] mantenham a demanda pelos investimentos no setor", afirmou. O programa de concessão de aeroportos à iniciativa privada detonou no país uma onda de investimento em tecnologia da informação que executivos do setor calculam somar R$ 2,3 bilhões em cinco anos, o que equivale a 10% do plano total de investimentos dos seis aeroportos, estimado em R$ 22,5 bilhões. Para o vicepresidente da Sita, essa tendência vai continuar com as concessões dos aeroportos de Porto Alegre, Florianópolis, Fortaleza e Salvador, que foram colocados em licitação este ano. Segundo o governo, esses terminais vão demandar investimentos de R$ 8,5 bilhões a partir de 2016. Pontes diz que os investimentos em serviços nos aeroportos brasileiros não foram afetados por adiamento de cronograma ou atrasos de pagamentos pelas investigações da LavaJato, que envolvem controladoras de concessões. "São contratos regulados com prazos de investimentos, concessões que precisam seguir os projetos mandatórios", disse Pontes, lembrando que como parte da solução desse desafio tem sido ajustes societários nos consórcios. A Invepar, por exemplo, reduziu em 10%, para 80%, sua fatia no bloco controlador de 51% do Gru Airport, ao vender algumas ações para a Airports Company South Africa, que ficou com 20% do bloco controlador. E o grupo UTC detentor de 45% da fatia privada controladora de 51% de Viracopos, em Campinas (SP), contratou três bancos com o objetivo de buscar eventuais interessados na fatia da empresa no aeroporto.
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10 de novembro de 2015
Decision Looms For Engine Alliance On GP7200 Upgrade DUBAI—The Engine Alliance is expected to decide early in 2016 if the business case justifies development of a further, and probably final, upgrade kit for the Airbus A380 GP7200 engine. The General ElectricPratt & Whitney joint venture (JV) equips around onehalf of the current A380 fleet, the vast majority of which are operated by Emirates Airline. The 100th GP7200powered A380—which will be the 69th aircraft for Emirates—is close to completion and, including spares and lease units, will bring the tally of delivered GP7200s so far to more than 440 engines. However, the business case for the upgrade—to apply to both new and retrofit engines—has become less certain following an April decision by Emirates to switch to the competing RollsRoyce Trent 900 for its next batch of 50 aircraft. Given the current firm backlog and present A380production rate, Engine Alliance President Dean Athans has said the manufacturing line remains busy through 2016. But beyond that, without substantial new orders, the future looks increasingly uncertain. “You have to face reality,” he said. “Unless things pick up, things start to wind down in the second half of 2017.” Turbine section and would further improve fuel burn. GP7200 fuel performance has improved by around 1.4% since the start of the program. “If we threw everything else in, we’d get a similar number as a best case,” Athans said, adding the JV would “probably pick twothirds” of the optional turbine improvements for the package. The currentproduction engine already incorporates a highpressure turbine upgrade introduced in 2014. An engine incorporating the upgrades recently underwent a 2,500cycle endurance test at elevated temperatures, which was the equivalent of 3,500 cycles. The Alliance has delivered 100 engines to the upgraded standard, and retrofitted 40 more. Certification work also continues on a retrofit kit, which improves the exhaustgas temperature margin retention by up to 10C and fuelburn performance retention by up to 0.5%. An associated FCS7 compressorcasecooling software package, coupled with changes to the highpressure turbine shroud grind, will lower metal temperature by up to 40C and reduce fuel burn by as much as 1% during climb. “All are on schedule and in the final stages of certification, and we will see that introduced next month,” Athans said.
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10 de novembro de 2015
Decision Looms For Engine Alliance On GP7200 Upgrade The Engine Alliance is expected to decide early in 2016 if the business case justifies development of a further, and probably final, upgrade kit for the Airbus A380 GP7200 engine. The General ElectricPratt & Whitney joint venture (JV) equips around onehalf of the current A380 fleet, the vast majority of which are operated by Emirates Airline. The 100th GP7200powered A380—which will be the 69th aircraft for Emirates—is close to completion and, including spares and lease units, will bring the tally of delivered GP7200s so far to more than 440 engines. However, the business case for the upgrade—to apply to both new and retrofit engines—has become less certain, following an April decision by Emirates to switch to the competing RollsRoyce Trent 900 for its next batch of 50 aircraft. Given the current firm backlog and present A380production rate, Engine Alliance President Dean Athans has said the manufacturing line remains busy through 2016. But beyond that, without substantial new orders, the future looks increasingly uncertain. “You have to face reality,” he said. “Unless things pick up, things start to wind down in the second half of 2017.” turbine section and would further improve fuel burn. GP7200 fuel performance has improved by around 1.4% since the start of the program. “If we threw everything else in, we’d get a similar number as a best case,” Athans said, adding the JV would “probably pick twothirds” of the optional turbine improvements for the package. The currentproduction engine already incorporates a highpressure turbine upgrade introduced in 2014. An engine incorporating the upgrades recently underwent a 2,500cycle endurance test at elevated temperatures, which was the equivalent of 3,500 cycles. The Alliance has delivered 100 engines to the upgraded standard, and retrofitted 40 more. Certification work also continues on a retrofit kit, which improves the exhaustgas temperature margin retention by up to 10C and fuelburn performance retention by up to 0.5%. An associated FCS7 compressorcasecooling software package, coupled with changes to the highpressure turbine shroud grind, will lower metal temperature by up to 40C and reduce fuel burn by as much as 1% during climb. “All are on schedule and in the final stages of certification, and we will see that introduced next month,” Athans said.
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10 de novembro de 2015
Embraer To Take Delivery of First Engines for E190 E2 Next Week Brazil’s Embraer expects to receive the first pair of Pratt & Whitney PW1900G turbofans for its new E190E2 Within roughly a week, as the company nears full assembly of the first prototype, scheduled for completion by the end of the year. Speaking to reporters Tuesday at the Dubai Airshow, Embraer Commercial Airplanes CEO Paulo Cesar de Souza e Silva noted that the program remains “on track” for first flight in the second half of next year, possibly as early as July. Now operating its socalled iron bird in São Jose dos Campos, Brazil, Embraer plans to use four flighttest airplanes in the program, three of which it expects to fly in 2016 and the fourth—equipped with a full interior— early the following year. Embraer plans to deliver the first E109E2 in the first half of 2018. Silva stressed the importance of Middle East operations of the current line of EJets to “learnings” incorporated into the new line. Nine operators in the Middle East now operate 58 EJets. “Markets like here, the Middle East market, with a hot and harsh environment, are very demanding, especially for aircraft such as ours with a lot of cycles,” noted Silva. “It’s not like a larger aircraft that flies longer and less cycles… So we have taken into account our experience here to improve the product.” Now building some 100 EJets a year, Embraer plans a twoyear transition between production of the E1s and E2s, building E1s until at least 2020, said Silva. Production rates will increase slightly over the next two years, he added, and the company plans to maintain rates through the production transition.
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Now celebrating its 10th anniversary of EJet operation in the Middle East, Embraer continues to see strong growth potential in the region for the E2s, said the company’s vice president for Europe, the Middle East and Africa, Mathieu Duquesnoy. “This segment is very relevant in this part of the world,” he stressed. “Of all flights within the region over the past twelve months, 41 percent have carried less than 120 passengers.” Duquesnoy also emphasized the level of investment Embraer has committed to maintaining reliability in the harsh operating environment of the Middle East. In fact, Oman Air stands as the worldwide leader in dispatch reliability for the E175. In its 2015 global market forecast, Embraer predicts that the Middle East will require 220 jets in the 70to 130seat capacity category through 2034. There are no comments yet, please Login or Register to begin a discussion.
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10 de novembro de 2015
Empire Aviation Group adds new Embraer Legacy 650 executive jet to managed fleetÍž first 650 on charter in Middle East
Dubaibased Empire Aviation Group (EAG), one of the region's leading private aviation specialists, has acquired a new Embraer Legacy 650 executive jet on behalf of an existing owner. EAG will manage the Legacy 650 from its base in Dubai and the aircraft will be the first Legacy 650 offered to the charter market, as regional charter demand grows for larger, longer range jets. Launched in 2009, the large Legacy 650 is an extendedrange derivative of the successful super midsize Legacy 600. It can fly up to 3,900 nautical miles (7,223 kilometers) nonstop with four passengers, or 3,840 nautical miles (7,112 kilometers) with eight passengers. It enables Empire Aviation Group to fly up to 14 passengers, nonstop, connecting Dubai to major business destinations, including London (UK), Singapore, and Johannesburg (South Africa) in a comfortable, functional and elegant interior with three distinct cabin zones, as well as the largest inflight accessible baggage compartment of its category. The Legacy 650 extendedrange aircraft is one of the largest executive jets permitted to operate in restricted airports, such as London City (LCY). EAG offers a full management service to aircraft owners, based on a distinctive asset management approach which helps owners to optimise their investment and protect the long term value of their aircraft asset, covering all aspects of the aircraft's operation, the option of charter, and maintenance management. Paras Dhamecha, executive director, Empire Aviation Group, commented: “Our aircraft management services are the core of our regional business and it is gratifying that we continue to build long term relationships with aircraft owners based on personalised services. We are able to tailor our services to owners' preferred business models and with the Legacy 650, we have transited the owner from private use only to a model including charter, as the demand for larger business jets grows in the charter sector. This shows the flexibility of the asset management model we operate which ensures we can meet owners' objectives.� Launched in 2007 in Dubai, EAG now operates one of the region's largest managed fleets of business jets, with 27 aircraft based in Dubai, Oman, India, San Marino, Hong Kong and Nigeria. The company, which has a team of 150 aviation specialists, has expanded operations across the globe and opened branches in India and, most recently, in San Marino and Hong Kong, as well as a dedicated sales office in the USA.
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11 de novembro de 2015
Mitsubishi Aircraft Flies The MRJ
At the preliminary design review in 2009, Mitsubishi Aircraft made crucial changes to the MRJ design. The company dropped plans for a composite wing, cutting cost and, for the MRJ70, weight. It consolidated baggage space in the aft fuselage. And it enlarged the fuselage cross section, adding weight and drag but creating more space for taller and wider passengers and their luggage.
A Mitsubishi Aircraft MRJ, que irá colocar o Japão de volta para a fabricação de um avião comercial completa após 41 anos, levou para o céu em novembro 11. A primeira entrega é devido no segundo trimestre de 2017, nove anos após o lançamento do programa e 3.5 anos mais tarde do que inicialmente previsto. Os Pratt & Whitney PW1200G potências do motor da aeronave, que na sua versão inicial, o MRJ90, tem padrão de estar toda economia para 92 passageiros. Acesse a matéria completa: http://aviationweek.com/MRJFirstFlight#slide-6-field_images-1375421
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11 de novembro de 2015
Embraer Wary Over Quebec Funding For Bombardier CSeries A senior Embraer executive has expressed concern about Quebec's decision to inject USD$1 billion into the struggling Bombardier CSeries project, saying plane makers should compete on a level playing field. However, he said Embraer had not so far raised Quebec's decision to purchase a near 50 percent stake in the CSeries with the Brazilian government, which has clashed with Canada over aircraft subsidies in the past. "We don’t know yet the full details about this partnership, so we would like very much to get to know them and we are following this process," Paulo Cesar Silva, chief executive of Embraer Commercial Aviation said. "Of course there is a concern, because we want to make sure we are on a level playing field," he told Reuters news agency. Canada and Brazil waged a dispute at the World Trade Organization over mutual accusations of aerospace subsidies in the 1990s. The trade row was dwarfed by a now decade-old subsidy battle between the European Union and United States over support for Airbus and Boeing. The WTO faulted investments by France into one of Airbus's predecessors because they ignored "usual investment practice," a yardstick likely to determine whether Brazil can successfully challenge Quebec's recent stake purchase. "We don’t know the details of the agreement, but it raises worries. It is hard to say at this point if this is an actual subsidy or not," a government official involved in trade policy said. Quebec's finance minister has said the equity stake is not a subsidy and is "well within permitted standards". The agreement for Quebec to put money into the CSeries came after Bombardier failed to strike a deal with Airbus. Silva said he had been surprised at reports that Bombardier had offered a majority stake in the CSeries to Airbus, which halted the talks as soon as they leaked.
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"It was a different aircraft and had zero commonality, so I really didn’t quite understand," Silva said, in what appears to be the first public comments by Embraer on the proposed tie-up which took the aerospace industry by surprise last month. Silva said Embraer's latest development, the E-Jet E2, was "on time and on track". Embraer is monitoring a stretched aerospace supply chain but is not facing any disruption, he added.
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12 de novembro de 2015
Boeing Co likely to open Tehran office once sanctions go The office will be used to resume commercial relations with Iranian airlines and officials Boeing Co will likely open a commercial office in the Iranian capital of Tehran shortly after sanctions are lifted, regional President Bernie Dunn toldGulf News at the Dubai Airshow on Thursday. “I could easily envision opening an office in Tehran,” Dunn, President of Boeing Middle East, North Africa and Turkey said. The office will be used to resume commercial relations with Iranian airlines and officials once economic sanctions that have forbidden United States and other countries from doing business with Iran are lifted. “We’re excited about the possibilities … for 36 years we’ve essentially not been able to talk to them. We need to get to know them again,” Dunn said. Iran is to be granted sanction relief that will reintroduce the country to the global economy as part of July’s nuclear accord when Iran agreed to curb its nuclear programme. According to Western and Iranian officials the sanctions could be lifted as soon as early 2016. Boeing is not allowed to engage in commercial discussions with any Iranian company until the sanctions are lifted and Dunn said the US plane maker is still very much “staying aligned with the US government”. He said he expects Boeing would be able to start commercial talks some time in 2016. Boeing was granted a licence from the US Treasury Department in April 2014 to sell manuals and spare parts to Iranian airlines to help improve the safety of the country’s aircraft. That licence continues
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12 de novembro de 2015
Rolls-Royce and BAE to cut jobs as march of the makers stumbles again Chancellor’s hopes of manufacturing revival dented as Rolls says 2,000 employees at risk
Rolls-Royce makes aircraft engines, such as this V2500 which powers the Airbus 320. Photograph: Bloomberg via Getty Images
George Osborne’s march of the makers has stumbled after two of Britain’s largest manufacturers announced hundreds of job losses and a downturn in their performance. Shares in Rolls-Royce lost a fifth of their value after the engineer issued its fourth profit warning in a year, and said 2,000 jobs were at risk. Arms maker BAE Systems, meanwhile, is to cut 371 jobs in the UK due to falling demand for the Typhoon fighter jet. Rolls and BAE are two of Britain’s most famous companies, but are suffering from a slowdown in their key markets. Nick Cunningham, analyst at Agency Partners, warned Rolls faces “existential risks”. The job cuts are the latest in a grim period for UK manufacturers, which have been affected by slower economic growth in China, the strong pound and other problems. More than 5,000 steel workers face losing their jobs, while more than 10% of the workforce of JCB are likely to be made redundant; Michelin is closing a factory in Northern Ireland with the loss of
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860 jobs, and Jaguar Land Rover has embarked on a review of its operations that could lead to £4.5bn of costs being cut. The Unite union warned BAE that cutting jobs too quickly could lead to skills shortages and called on the government to help the company win export orders. Unite’s national officer, Ian Waddell, said: “This is disappointing news on top of a miserable few weeks for manufacturing in the UK. The government needs to stop dithering and act urgently to stop the haemorrhage of skilled UK manufacturing jobs. It is vital that critical skills and capability are maintained by BAE Systems and their supply chain so that the ability to build the Typhoon in the UK is protected.” Rolls blamed its profit warning on falling demand for corporate jets in Brazil, China and south-east Asia, a decline in maintenance and servicing revenues from its engines for large planes and energy industry customers being affected by the slump in the oil price. Shares in Rolls fell 147.49p – or 22% – to 519.52p on the back of the stock market statement, their biggest one-day fall for 15 years. The slide in Rolls’ performance could boost attempts by activist investor ValueAct to push for change at the company. California-based ValueAct has built up a 5.4% shareholding in Rolls and wants the engineer to sell off its marine business to focus on producing engines for passengers planes. ValueAct has asked for a seat on the Rolls board, but has been rejected by the company. Warren East, who replaced John Rishton as chief executive in July, is scheduled to unveil a new strategy for Rolls on 24 November. However, he gave a glimpse into the findings of his review by warning that Rolls needs to cut costs. East said: “While 2015 remains broadly as expected, the outlook for 2016 is very challenging. The speed and magnitude of change in some of our markets, which have historically performed well, has been significant and shows how sensitive parts of our business are to market conditions in the short term. “The next few years are going to be important in laying the foundations for our long-term profitable growth. Therefore it is important to ensure we are financially stronger, more resilient to short-term shocks and more flexible to take advantage of growth opportunities.” East wants to reduce costs by up to £200m a year at the same time as improving decision-making, so plans to streamline the number of senior managers. The company employs 2,000 senior managers around the world, but would not confirm how many jobs could go. The Rolls boss also warned that the company’s dividend could be cut, which has not happened since 1992. Rolls, which makes engines for the Airbus A380 superjumbos, has been betting on widebodied aircraft and by 2020 half the world’s jumbo jets will be powered by its engines. However, the trend among leading airlines is towards narrow-body passenger planes, a market that Rolls abandoned in 2013 when it pulled out of a joint venture with rival Pratt & Whitney so it could focus
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on wide-bodied aircraft and the next generation of single-aisle planes that should follow the Airbus A320neo and Boeing 737 Max. In addition to the pressure in Rolls’ traditional market, the company’s marine unit, which accounts for half of its profits, is expected to make a loss in 2016 following a plunge in oil prices. The Derby-based group now expects profit “headwinds” of £650m next year, more than double the £300m cut to profits identified in July. Analysts had already slashed their forecasts for underlying pre-tax profits to £1.053bn before the latest downgrade. This means profits will be at least 30% below this forecast. Sandy Morris, analyst at Jefferies, said: “Some bad news on profits has probably arrived today rather than over a period of years. “We believe Rolls-Royce will live to fight another day – 24 November being a start. We believe the Rolls-Royce equity story is dented, but largely intact on a medium-term view.” Meanwhile, BAE Systems will cut jobs in the UK and Australia as it slows production of the Typhoon fighter jet. Almost all the cuts will be at BAE’s manufacturing operation at Samlesbury, Lancashire, with some at its assembly plant in Warton, also in Lancashire. The military air and information business employs about 13,000 people in the UK. In Australia, the company said that with no near-term prospect of work beyond existing ship orders, it would cut 150 jobs at its Williamstown shipyard in Melbourne and consolidate its operating divisions from three to two to reduce management costs. The slowdown in Typhoon production and a writedown on the value of the Williamstown shipyard will means BAE’s profits are lower than expected. The company said its underlying earnings per share for 2015 will now be around 38p, flat compared to last year. However, shares in BAE rose 4% because the trading update was better than investors expected given the company’s failure to agree a Typhoon deal with Saudi Arabia.
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13 de novembro de 2015
Mubadala to get Airbus A350, more A380 in new work packages Strata already manufacture composite parts for the A330, A340 and A380
Mubadala Development Company subsidiary Strata Manufacturing will make parts for the Airbus A350 and more complex parts for the A380 under a work packages agreement signed at the 2013 Dubai Airshow. “We are planning on giving work on the A380, A350,” Habib Fekih, President of Airbus Group, Africa and Middle E, ast, told Gulf News at the Dubai Airshow on Thursday. Strata already manufactures composite parts for the A330, A340 and A380 but Mubadala has been pushing Airbus to allow its subsidiary to manufacture and supply more complex parts to the European plane maker. Airbus has previously said the plan was to have Strata manufacture composite parts for the A350 but has not disclosed when or even if it would be under the 2013 agreement. Homaid Al Shemmari, Chief Executive Officer for Aerospace & Engineering Services at Mubadala, told Gulf News on Wednesday Mubadala and Airbus were close to reaching an agreement on the 2013 work packages but that there are still some details to be ironed out. “We’re working on some really complex work packages,” he said on Wednesday. Mubadala is also negotiating a similar work packages agreement with Boeing Co. for Strata to manufacture composite parts for the new 777x programme and more parts for the 787 Dreamliner. Strata already makes composite parts for the exiting 777 model and the 787.
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16 de novembro de 2015
U.K. Strategic Defense and Security Review: Rumors And Predictions The upcoming Strategic Defense and Security Review (SDSR) will shape the British armed forces for the next five years. This blog will look at some of the talking points which may feature in the SDSR. It should not be taken as fact however, but more of an analysis of rumors, statements and information which has come to light in the last few months.
The upcoming Strategic Defense and Security Review (SDSR) is a major talking point here in the U.K. and will shape the British armed forces for the next five years. The review, expected to be published during the week beginning Nov. 23, should make somewhat happier reading compared to the last one. SDSR 2010 removed Britain’s maritime patrol aircraft capability and retired the Harrier force. It also made thousands of personnel redundant and was seen largely as a cost cutting exercise. Today, politicians claim they have bought the U.K. defense ministry’s equipment budget into balance, and the new aggressive stance of Russia has helped to prompt ministers to secure the defense budget at NATO’s target of 2% of gross domestic product. But, while they have been talking up the balanced budget, the same cannot be said for the military’s future plans. For the last 612 months, any journalists’ question about future capabilities is invariably answered with a response such as: “I can’t/I don’t wish to speculate on the outcome of the upcoming SDSR.” In that environment of secrecy, this blog will look at some of the talking points which may feature in the SDSR. It should not be taken as fact however, but more of an analysis of rumors, statements and information which has come to light in the last few months. It’s up to you, the reader, to give us kudos if our suppositions come true or indeed throw your thoughts into the mix. The Return of the Maritime Patrol/MultiMission Aircraft The retirement of the Nimrod in 2009 and the cancellation of its replacement, the Nimrod MRA4 just weeks away from its entry to service was perhaps one of the most controversial elements of the 2010 SDSR, leaving many to question the wisdom of politicians given Britain’s status as an island
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nation and its use of a submarinebased nuclear deterrent. All signs point to such a capability returning, but it is unclear whether this will result in the immediate purchase of a new platform, a requirement leading to a competition, or a statement of need.
Photo: Tony Osborne Aviation Week A recent London Sunday Times report said that a £2 billion plan to purchase up to nine Boeing P8 Poseidons had been shelved, however MoD officials are unwilling to confirm this before the SDSR’s publication and U.S. Navy officials were unwilling to take questions on the subject at the Dubai Airshow. It is possible that the U.K. is holding out for a better price for the P8, or it is done and dusted with the idea of buying the Poseidon and is now willing to compete the program. Certainly, there are no shortage of alternatives to choose from, Airbus Defence and Space’s C295MPA, AleniaAermacchi’s C27J, L3’s Bombardier Q400based MPA, Lockheed’s SC130J Sea Hercules and the two jets, the Boeing P8 and the Kawasaki P1. More Combat Aircraft Senior officers have been concerned about the U.K.’s lack of combat aircraft for several years. Operations over Iraq against the selfproclaimed Islamic State has prompted the U.K. defense ministry to halt the shrinkage of the Panavia Tornado GR4 force, and retain a third frontline squadron of the type until 2017 because of the high tempo of operations. The Tornado is due to exit service in 2019, with the Typhoon taking on its ground attack duties. The SDSR 2015 looks likely to add perhaps one or two additional squadrons of Eurofighter Typhoons, using the Tranche 1 aircraft that U.K. had planned to start retiring in 2017.
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Other squadrons would be equipped with the more advanced Tranche 2 and 3 jets for airtoair and airtoground missions. Such a move fits with statements from senior officers who say that the Typhoon will make up 75% of the fast jet fleet in the 2020s.
Photo: Tony Osborne Aviation Week The Tranche 1s would be retained for U.K. air defense, training and as redair aggressors for other units. First evidence of this was the recent transfer of Tranche 1 jets to the Falkland Islands in the South Atlantic in September 2015, six years after the first four aircraft were sent down there. Rumor suggests that 30 of around 50 Tranche 1 aircraft will be retained. The biggest challenge for the Royal Air Force will be manning the squadrons however. F35 Orders The secrecy around Britain’s F35 plans has been a tough nut to crack. Britain now has 10 F35Bs on order, having ordered an additional six on November 3 through the LRIP 9 contract. When Britain signed up to the Joint Strike Fighter program, it said it would buy 138 jets.
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Photo: Lockheed Martin But today, the U.K. defense ministry is currently planning for 48 aircraft for now. However some rumors suggest even this number could fall further and would support the carrier strike capability only. Others argue that over this longterm program and well into the 2020s with F35 production well into fullrate, Britain could increase its buy further, and perhaps even consider the F35A model. Whether the SDSR 2015 will provide more clarity on the F35 plans is unclear, after all, by the time of the next report in 2020, the aircraft will have only just achieved its U.K. initial operating capability from land, based on current timetables. Intelligence, Surveillance and Reconnaissance Last year at the Farnborough Airshow, Prime Minister David Cameron threw a lifeline to three of Britain’s Intelligence, Surveillance and Reconnaissance (ISR) platforms. Both the Beechcraft Shadow R1 and the MQ9 Reaper, both purchased as urgent operational requirements for the war in Afghanistan, along with the Raytheon Sentinel radarsurveillance jet had their operational lives extended until 2018. The three types had been due to exit service at the end of combat operations in Afghanistan in December 2014. Aviation Week is confident that the Shadow will be retained in the SDSR and Britain will hang on to its Reapers until they are replaced with 20 examples of the certifiable model Reaper purchased under the Protector program renamed from Scavenger – and revealed by David Cameron on the eve of the Conservative Party conference in early October. The future of the Sentinel is far less certain however and much depends on the choice of a maritime patrol/multimission aircraft. The aircraft has been widely deployed in recent years, most notably to Central Africa to support French operations in Mali. But without additional significant investment in the platform, Sentinel may well find itself surplus to requirements.
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Photo: Tony Osborne Aviation Week Also unclear is the future of the U.K.’s E3D Sentry airborne early warning fleet, which has suffered from a chronic lack of investment over the last decade. Without upgrades, the aircraft is now significantly behind in terms of capability compared to the E3s operated by France, NATO and the U.S. and it may cost too much to bring them back to spec. One suggestion is that if the U.K. invests in the P8, it could also look the 737 AEW&C solution, because of the commonalities between the airframes, but this would not be a cheap option, like with the Sentinel, much depends on the selection of a multimission aircraft. Helicopters Britain has heavily invested in its helicopters during and since the Afghan conflict, so it is difficult to see what changes the SDSR could bring about. Conceivably, the SDSR could impact the numbers of modernized Apache attack helicopter planned. Current planning is for 50 AH64Emodel aircraft down from 65. It could potentially revise plans for the U.K.’s fleet of 60 CH47 Chinooks, some critics have suggested that the U.K. now has too many Chinooks.
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Photo: Tony Osborne Aviation Week
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