Aviation Manufacturer Magazine by Aviation Manufacturer Magazine

Issue 5

Aviation Manufacturer magazine

boeing

a legacy of aerospace excellence

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ENGINEERING AND MANUFACTURING MADE IN GERMANY

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DETAILS MAKE THE DIFFERENCE BETWEEN GOOD AND OUTSTANDING!

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the editor

material benefits

Editor

The

viation thrives on innovation, and readers will find innovation in abundance in this issue of Aviation Manufacturer, especially in the pages dedicated to Airbus and Boeing, the two global giants of the industry. After 100 years, a modern aircraft still has much in common with its ancestors – wings, fuselage, tail, engines – but the materials used to make the parts have witnessed a massive transformation. The airframes of the first airplanes were made of wood, and covered with canvas. Wanting to make them stronger, to fly faster and higher, manufacturers began to wonder if metal could fly. It did, of course, but we have now reached an age where even the lightest metals are under threat from alternative materials with less weight and even greater strength. We are nearing the end of the era of cheap oil, and the aviation industry has no choice but to develop lighter and more fuel efficient aircraft. Composite materials are now commonly used in the primary and secondary structures of many aircraft. In essence, a composite material is made from two or more constituent materials with different physical or chemical properties which, on their own, would not be capable of withstanding the demands that an aerospace application would require of them.

Martin Ashcroft

When combined, however, the composite material exhibits characteristics over and above what the individual constituents can provide. You could say the individual materials (and the way they are put together) act like a team, with the whole being greater than the sum of its parts. The concept of composite materials is not new – plywood and reinforced concrete are common examples of the principle, but modern aircraft applications use advanced composites which employ carbon fibres, locked into place with a plastic resin, then built up in multiple integrated layers and bonded to give an airframe component the strength and load-bearing properties that make it ideal for aviation use. I can often be heard bemoaning the loss of the great names that have been incorporated into Boeing and Airbus over the years, but I wonder whether we would have made as much progress in the development and implementation of composite components if the industry had not consolidated as it has. Historical ‘what if ’ questions are impossible to answer, but my feeling is that the intense rivalry between the two major aircraft manufacturers has driven the adoption of composites at a pace that would otherwise not have happened. Long may this continue!

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Cover story: boeing: a hundred years of flight Page 6 Page: 3

• The Editor: Material benefits

• Cover story Boeing: A hundred years of flight

• Solvay: A material difference

34 37

• News & Features • Lockheed Martin’s ‘factory of the future’

• Lufthansa Cargo sets up test factory with IBS Software

• UTC Aerospace Systems expands nacelle facility in Alabama

• Caverton Helicopters expands fleet with eight new Bell helicopters • Brazilian operators order Leonardo helicopters

• Aerospace sector to see more 3D printing • AAR starts work on $909 million landing gear contract for USAF

• KLM chooses EDM for Cabin Emergency Evacuation Trainers • CommutAir to expand training and aircraft maintenance facilities

• Delta broadens trans-Atlantic partnerships and equity investments • Rockwell Collins selected for KC-10 repair chain management

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ametek: meeting the high performance tubing needs of airbus page 78

contents

• Stelia Aerospace presents thermoplastic fuselage demonstrator • Sikorsky signs five-year contract to build Black Hawk helicopters

• F. LIST chooses Laval, Quebec, for North American production facility • MTS Systems opens new Indian headquarters in Bangalore

• Chorus Aviation adds to regional jet lease fleet • Air Transat to lease ten new Airbus A321neo LRs

• Spirit AeroSystems to create fabrication centre of excellence in Oklahoma • Saab signs PEP agreement with Silver Airways

• Porcher Industries: Airbus Helicopters H-160: A new chapter in helicopter design

• Airbus: The future of flight

• Solvay: A powerhouse in materials solutions

• AMETEK Specialty Metal Products (SMP): Custom metal solutions for fighter jets

• Lockheed Martin: Redesigning flight

news and features page 34

porcher industries: a new chapter in helicopter design Page 52 Aviation Manufacturer Magazine www.aviationmanufacturer.com 5

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BOEING A HUNDRED YEARS OF FLIGHT

While the first powered flights were measured in feet, and were over in a matter of seconds, modern aircraft can now carry 500 people at a time all around the planet in the lap of luxury. Having recently celebrated its centenary, Boeing has helped to shape the way we fly, from flying boats to supersonic jets. Aviation Manufacturer Magazine www.aviationmanufacturer.com 7

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The Boeing Company is now the world's largest aerospace company, and the biggest manufacturing exporter in the United States

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ounded by William E. Boeing as Pacific Aero Products Co in Seattle, Washington in 1916, The Boeing Company is now the world's largest aerospace company, and the biggest manufacturing exporter in the United States. Renamed Boeing Airplane Company in 1917, the enterprise built seaplanes (or ‘flying boats’) for the US Navy during World War I. The company was headquartered in Seattle until 2001, when it relocated to Chicago, but the centre of its manufacturing activities remains in Washington State. As well as the commercial aircraft we are all familiar with, Boeing is also a leading producer of military aircraft, helicopters, satellites, missiles and advanced information and communications

systems, its position in these markets significantly strengthened by the acquisition of the aerospace and defence units of Rockwell International Corporation in 1996 and the merger with McDonnell Douglas Corporation in 1997. Boeing continues to expand its product lines and services to meet emerging customer needs, and its sales continue to break records. At this year’s Paris Air Show, commercial customers announced incremental orders and commitments for 571 Boeing airplanes, valued at nearly $75 billion at list prices. Boeing also revealed its 2017 Current Market Outlook at the show, raising its 20year outlook to more than 41,000 new airplanes, valued at $6.1 trillion.

boeing a hundred years of flight Boeing 737

In Paris, Boeing launched the 737 MAX 10, the latest member of the 737 MAX family, with more than 361 orders and commitments from 16 customers worldwide. The 737 MAX 10 is said to be the industry's most efficient and profitable single-aisle airplane, but the basic 737 model has been around for a good many years. In fact, as the Boeing Company celebrates its 100th anniversary, the 737 celebrates its 50th. The Boeing 737 MAX 9 featured in the Paris flying display, but its original ancestor, the first production 737-100, was handed over to German national airline Lufthansa in a ceremony at Boeing Field on 28 December 1967. By 1987, the Boeing 737 was the most ordered aircraft in commercial history. The Boeing name was synonymous at the time with big multi-engine jet airplanes, so when the company announced its new single aisle commercial twinjet, the 737, it quickly earned the nickname ‘Baby Boeing.’ The Boeing Business Jet (BBJ), launched in 1996 as a joint venture between Boeing and General Electric and designed for corporate and VIP applications, is a high-performance derivative of the 737-700. The BBJ 2, announced in October 1999, is based on the 737-800 and has 25 per cent more cabin space and twice the cargo space of the original BBJ. The 737 also serves as a platform for military derivatives, including airborne early warning and control (AEW&C). The 737-200 has been modified as a T-43 navigator trainer for the US Air Force and the 737 also provides a platform for the US Navy P-8A Poseidon, a long-range maritime patrol and reconnaissance aircraft.

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“In Paris, Boeing launched the 737 MAX 10, the latest member of the 737 MAX family, with more than 361 orders and commitments from 16 customers worldwide”

Having exhausted all the suffix numbers from 100-900, Boeing needed a new identity for the next incarnation of this still-popular aircraft. We now have the 737 MAX, Boeing’s newest family of single-aisle airplanes, including the 737 MAX 7, 737 MAX 8, 737 MAX 9 and the 737 MAX 200, a new variant based on the 737 MAX 8. The 737 MAX has a more efficient structural design, lower engine thrust and lower maintenance requirements, designed to give customers substantial cost savings. It incorporates the latest technology CFM International LEAP1B engines to reduce operational noise, and emissions will be approximately 50 per cent below the International Civil Aviation Organization’s limits for nitrogen oxides.

The entire 737 MAX family has been designed to offer customers exceptional performance, flexibility and efficiency, with lower per-seat costs and an extended range that will open up new destinations in the single-aisle market. The 737 MAX is the fastest selling airplane in Boeing history. The first MAX variant, the 737 MAX 8, has entered commercial service and will followed by the MAX 9, MAX 7 and the MAX 10, which will be introduced in the 2020 time frame. In July 2012, the 737 became the first-ever commercial jet airplane to surpass 10,000 orders. By 2014, Boeing was building 42 737s at its Renton, Washington, factory every month, and planning to increase the rate to 52 per

Boeing 737 MAX

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month in 2018 to meet continuing demand.

Production facilities

Boeing’s 737 factory in Renton is said to be the most efficient airplane factory in the world. More than 11,600 commercial airplanes (707, 727, 737, and 757) or about 30 per cent of the worldwide fleet flying today, were built in Renton. From the time a fuselage enters the factory, it takes 10 days to complete an airplane. The Renton Site is synonymous with aviation history, with its roots dating back to WWII. In 1954, the factory produced one of the most important airplanes in aviation history – the Boeing Dash 80, an ancestor of the 707 – the world’s first commercial jet

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In May 1967, Boeing employees moved into a new factory built beside Paine Field near Everett, Washington. Thirteen months later, the group that became known in aerospace legend as ‘The Incredibles’ rolled out the Boeing 747

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airplane that opened the gateway to international travel. In May 1967, Boeing employees moved into a new factory built beside Paine Field near Everett, Washington. Thirteen months later, the group that became known in aerospace legend as ‘The Incredibles’ rolled out the Boeing 747. The Everett site is heralded as having the largest manufacturing building in the world, producing the 767, 777, and the 787 airplanes, as well as the 747. The Boeing 747, of course, is the original ‘jumbo jet’, with its distinctive upper-deck profile, and still among the fastest airliners in service. With derivatives now including the most recent Boeing 747-8 Intercontinental and 747-8 Freighter, these new, high-capacity 747s offer airlines the lowest operating costs and best economics of any large passenger or freighter airplane in their class – while providing enhanced environmental performance. Both airplanes represent a new benchmark in fuel efficiency and noise reduction, allowing airlines to lower fuel costs and fly into more airports at more times of the day. The 747- 8 gives doubledigit fuel improvements over the 747-400 and has a 30-per cent smaller noise footprint. With a range of 8,000 nautical miles (14,815 km), the 747-8 Intercontinental can connect nearly any major city pair in the world.

Boeing South Carolina is home to the company's second 787 Dreamliner final assembly and delivery facility. The site also fabricates, assembles and installs systems for rear fuselage sections of the Boeing 787 Dreamliner and joins and integrates mid-body fuselage sections. Completed aft and mid-body sections are delivered to final assembly in Everett, Washington, via Dreamlifter, or are moved across the campus to final assembly in North Charleston, South Carolina. Boeing South Carolina builds all three versions of the 787 – the 787-8, 787-9, and the newest and longest member of the family, the 787-10. Boeing South Carolina began in 2004 as two companies; Vought Aircraft Industries, Charleston Operations and Global Aeronautica LLC. Global Aeronautica was a joint venture formed by Alenia North America and Vought in support of the Boeing 787 Dreamliner program. Boeing purchased Vought's share of Global Aeronautica in June 2008,

and then acquired Vought's North Charleston operations in July 2009. Boeing Charleston (now Boeing South Carolina) became a full Boeing site after the purchase of Alenia's portion of Global Aeronautica in December 2009. On the north campus, at the Interiors Responsibility Center South Carolina, teammates manufacture 787 interior parts, including stow bins, closets, partitions, class dividers, overhead flight-crew rests, video-control stations and attendant modules for 787s assembled in South Carolina. In 2014, the north campus expanded with the opening of the Boeing Research & Technology Center, which focuses on advanced manufacturing technology and composite fuselage manufacturing. Propulsion South Carolina opened at the same time, for the design and assembly of the 737 MAX engine nacelle inlet. The Propulsion South Carolina team also designs the 737 MAX engine nacelle fan cowl and the 777X nacelle.

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“The 787-10 is being built exclusively in North Charleston. The first model rolled out of the South Carolina factory in February this year in front of US President Donald Trump and thousands of employees, VIPs, customers and suppliers”

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boeing a hundred years of flight

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“Composite materials have many advantages. They allow a lighter, simpler structure, which increases airplane efficiency, reduces fuel consumption and reduces weight-based maintenance and fees”

Boeing 787-10 Dreamliner

In October 2009, Boeing selected the North Charleston site for a new 787 Dreamliner final assembly and delivery line. The first airplane built in South Carolina rolled out of final assembly on 27 April 2012, took its first flight on 23 May 2012, and was delivered to Air India on 5 October 2012. The Boeing 787 Dreamliner is the family of new, super-efficient airplanes that brings big-jetliner comfort and economics to the middle of the market. The 787 incorporates advanced composite materials, systems and engines to provide superior passenger comfort and unprecedented performance, including a 20-per cent improvement in fuel efficiency and emissions over the aircraft they replace. Three members of the 787 family – the 787-8, 787-9 and 787-10 – are designed to serve the 200- to 330-seat market on flights as long as 8,500 nautical miles (15,750 km) in threeclass seating. The first 787 built in Everett made its inaugural flight in December 2009, with first delivery of the 787-8 in September 2011 to launch customer ANA. Boeing delivered the second member of the family, the 787-9, to launch customer Air New Zealand in June 2014. Development continues of the third and longest 787, the 787-10, which completed its first

flight in March 2017 and is scheduled to enter commercial service in 2018. As a stretch of the 787-9, the 787-10 will fly 330 passengers up to 6,430 nautical miles (11,910 km) with 25 per cent better fuel and emissions than the airplanes it will replace. The 787-10 is being built exclusively in North Charleston. The first model rolled out of the South Carolina factory in February this year in front of US President Donald Trump and thousands of Boeing South Carolina employees, VIPs, customers and suppliers. “What’s happening here at Boeing South Carolina is a true American success story,” said Boeing Chairman, President and CEO Dennis Muilenburg. “In just a few short years, our team has transformed a greenfield site into a modern aerospace technology and production facility.” Before speaking to the crowd, President Trump met with South Carolina production teammates to discuss the manufacturing process. “We’re here to celebrate American engineering and American manufacturing,” he said. “As your president I will do everything I can to unleash the power of the American spirit.” The materials selected for the 787 Dreamliner provide the lowest operating costs over the life of the

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airplane. Selecting optimum materials means analysing every area of the airframe to determine the best solution based on the operating environment and loads experienced over the life of the aircraft. The chief breakthrough material technology on the 787 is the increased use of composites. The 787 is 50 per cent composite by weight, with a majority of the primary structure made of composite materials, most notably the fuselage. Composite materials have many advantages. They allow a lighter, simpler structure, which increases airplane efficiency, reduces fuel consumption and reduces weightbased maintenance and fees. They do not fatigue or corrode, which reduces scheduled maintenance and increases productive time. Composites resist impacts better than metal and are designed for easy visual inspection. Minor damage can be repaired at the gate in less than an hour. Larger damaged sections can be repaired exactly like today's aircraft, through bolted repairs, or using a bonded repair.

Boeing 777X

Another new plane in development, to be assembled at the Everett plant, is the 777X, the largest two-engine

jetliner in the world, carrying up to 425 passengers, and powered by GE9X turbofan engines. Production of some parts for the program’s static-test airplane has already begun in preparation for final assembly next year. The flight-test program is planned for 2019, followed by first delivery in 2020. Construction is well under way at Everett on the 1.3 million-squarefoot (121,000-square-metre) state of the art Composite Wing Center, in which Boeing has invested more than $1 billion, and which will produce the largest wing the company has ever built. With a 235-foot wingspan, the tips of the wings fold up so that airports can accommodate their width. In the main factory, the 777X will initially be built on in-work, low-rate initial production lines to ensure that today’s 777 line is not disrupted until production is later moved to the main line. Those main lines have dramatic new looks, with some work transitioning to prepare for the 777X. Legacy ‘monument’ tooling, used to build wings in a vertical position, is being replaced by a horizontal build line, based on successful implementation on the 737 programme in Renton. Instead of cranes and scaffolding-like structures, computer-controlled automated guided vehicles will be used to position wings and fuselage sections for wing-to-body join. The cabin interior of the 777X is inspired by the comforts and conveniences of the 787 Dreamliner and includes larger windows, a wider cabin, new lighting and enhanced architecture. Innovation on the flight deck includes touchscreens in the forward displays, a first in the air

boeing a hundred years of flight

transport industry. Despite major differences from its highly successful predecessor, progress on the 777X and its revolutionary production system is on schedule and will be ready for its fast-approaching development milestones, according to programme leaders. “We have surpassed 70 per cent completion on detailed design, and our production system is alive and well and producing production parts,” said Eric Lindblad, 777X vice president and general manager. “With delivery of the first 777X in 2020, we have positioned ourselves so that if our customers have a desire to take delivery a little early, we can support them.”

Boeing is also expanding the parts facility in Montana that it acquired in 2010. With a new 90,000 squarefoot facility, Boeing Helena is set to install new machine tools to fabricate critical titanium parts for the 777X. Now more than 257,000 square feet, Boeing Helena has become a vital part of the supply chain, specializing in complex machining of hard metals for all of Boeing’s commercial aircraft models. The new parts machined in Helena for the 777X will include side-of-body chords, and terminal end fittings which connect the wings to the fuselage.

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Piloting Next-Gen Technologies for Complete Aircraft Design Solvay’s lightweight material solutions include carbon fiber, composites, polymer pellets, powders, films and foams for: • Maximized performance through innovative components’ design and function integration • Meeting industry ramp rates through high-volume automated processes • Reduced total cost of ownership

www.solvay.com

Airframe

Electrical, Air and Fluid Systems

Interior Propulsion

A MATERIAL DIFFERENCE The merger of Cytec Industries and Solvay in January 2016 combined one of the broadest offerings in ultra-performing specialty polymers with industry leading advanced composite material technologies. “Solvay is now a global provider of lightweighting materials for the aerospace industry with the widest portfolio of composite materials utilised across the Boeing Enterprise on current and future platforms,” said Bjorn Ballien, Key Account Manager for Boeing for Solvay Composite Materials. “Our technologies include thermoset and thermoplastic composites across products such as carbon and fiberglass prepregs, infusion resins, lightning strike protection, adhesives and process materials. These products are used in a wide range of part applications such as primary and secondary structure, propulsion, cabin interiors, tooling and repair.” Composite materials were initially attractive because they are lighter and stronger than metal, but other significant benefits such as design freedom and function integration are now becoming key to the wider adoption of composites. The use of advanced composite materials goes back decades, especially on the aerospace defence side, but the major growth in the last ten years has been driven by the adoption of more composite materials on commercial platforms and in particular on primary structures. The 787 is the first major commercial airplane to have a composite fuselage, wings, and other airframe components that account for approximately 50% of the weight. While R&D will undoubtedly continue to improve the materials themselves, the major focus of the industry now is on industrialisation - to meet the requirements of much higher build rates - delivering advantages through increasing the

manufacturing rate of composites and composite parts thanks to automation, thus reducing the total cost of ownership for the OEM. Delivering the quantities and the quality of materials required for such high volume processes is a challenge that Solvay is well positioned to address. “The aerospace industry requires highly robust and reliable suppliers,” added Ballien. “The quality and testing requirements are rightfully more rigorous than other industries. Solvay has the experience and competences to ensure that we meet these requirements and exceed customer expectations acting in a trusted relationship.” In August last year Solvay opened a new carbon fibre production line at its Piedmont facility in South Carolina, doubling production capacity of a key raw material to make carbon fibre reinforced composites. The new production line has won qualification by Boeing to manufacture secondary structures such as wing movable flaps and engine nacelles, as well as interior applications. The polymer side of the business makes a vast number of products for aviation, which touch most aspects of aircraft construction. “Specialty polymer solutions become relevant when customers want to solve multi-dimensional optimization problems,” says Armin Klesing, Global Business Development Manager for the aerospace activities of Solvay Specialty Polymers. “Consider parts that need to be very light, yet stiff and strong, that need to retain their properties over very long timescales, like is needed in clips, or parts that resist fire,

damage and aircraft fluids all at once. Next to developing our legacy product platforms for part moulding and extrusion that have proven their value in aerospace for more than 25 years, we are moving more and more into highly advanced materials solutions, including products for additive manufacturing, films for both decorative applications and composite protection, and foams for load bearing applications in the cabin and cargo compartments as well as structures. Also consider, rarely noticed by the casual observer, that Solvay’s impact modifiers are a critical enabler of modern structural composite technology.” Solvay’s offering in aerospace is meant to respond to the changing needs of a growing aerospace industry. “Today, affordability is the name of the game. Our customers ask for flow time and labour savings without compromising performance and safety. This requires a complex skill set, ranging from an excellent understanding of what materials can do to a deep understanding of processing technologies,” says Klesing. “The real value for our customers,” he adds, “is the combination of a quite unique expertise in a very broad range of specialty thermoplastic polymers with the industry-leading knowledge of composites brought by the integration of Cytec. Solvay’s Composite Materials and Specialty Polymers businesses create a new reference in terms of technical expertise and engineering skills that helps our customers to solve problems in a smarter way,” he concludes.

Boeing 767

The Boeing 767 family includes the 767-300ER (extended range) and the 767 Freighter. Sized between the singleaisle 737 Next Generation and the twin-aisle 777, the versatile 767 has earned a reputation among airlines for its profitability and comfort. The 767 Freighter offers excellent fuel efficiency, operational flexibility, low-noise levels and an all-digital flight deck. Built in Everett, alongside the 747, The Boeing 767 is a wide-body, double-aisle jet carrying from 200 to 300-plus passengers. Like the smaller standard-body 757, it was designed for fuel efficiency. The 767-200ER entered service in 1984, the first commercial twin jet to fly regular routes across the Atlantic. The legacy of the 767, however, is enhanced by a military derivative. In February 2011, it was decided that Boeing would build 179 tankers for the US Air Force, to replace its KC-135 tanker program. Designated KC-46 Pegasus, the new aircraft is based on the 767-2C, a freighter version of the 767-200ER, making the 767 the only Boeing product that serves the freighter, passenger and tanker markets. The KC-46A Pegasus is a wide-body, multirole tanker that can refuel all US, allied and coalition military aircraft compatible with international aerial refuelling procedures and can carry passengers, cargo and patients. The first flight was successfully completed in September 2015, and delivery is expected to begin this year.

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boeing a hundred years of flight “Construction is well under way at Everett on the 1.3 million-squarefoot (121,000-square-metre) state of the art Composite Wing Center, in which Boeing has invested more than $1 billion, and which will produce the largest wing the company has ever built”

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“This latest upgrade for the Chinook fleet is a tribute to the robustness of its original design and exemplifies its 55-year legacy of technological advancements”

Defense, Space & Security

Boeing’s Defense, Space & Security business unit is one of the world's largest defense, space and security businesses, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Missouri, Defense, Space & Security is a $31 billion business with 53,000 employees worldwide. Boeing’s expertise spans a broad range of products. Fighter jets, rotorcraft, embedded product support, cyber-security products, surveillance suites, advanced weapons, missile defence and commercial aircraft derivatives all fit in Boeing’s portfolio. Deployed by the US Navy since 2013, the P-8A Poseidon is an aircraft designed for long-range anti-submarine warfare, anti-surface warfare and intelligence, surveillance and reconnaissance missions. The P-8 is a commercial derivative aircraft, a process whereby a commercial airplane is converted for military purposes. A derivative of the NextGeneration 737-800, the P-8A combines superior performance and reliability with an advanced mission

system that ensures maximum interoperability in the future battle space. The 737-based P-8 journey begins in Wichita, Kansas where the 737800 aircraft fuselage is built at Spirit AeroSystems and then travels by rail to the Boeing Commercial Airplanes 737 factory in Renton, Washington. There it joins a 737 production line dedicated to P-8 aircraft where it receives its wings, tail, engines and is readied for military systems. Everyone loves the Chinook helicopter, and so, too, it seems, does the US Army, with a series of technology and capability upgrades for the H-47 in the pipeline. An improved drivetrain will transfer greater power from the engines to the all-new, fully composite, swept-tip Advanced Chinook Rotor Blades, which have been engineered to lift 1,500 additional pounds on their own. The current configuration of six fuel tanks – three on each side – will become two, allowing the aircraft to carry more fuel and shed weight. Additionally, the fuselage’s structure will be strengthened in critical areas to allow the aircraft to

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carry additional payload. “This latest upgrade for the Chinook fleet is a tribute to the robustness of its original design and exemplifies its 55-year legacy of technological advancements,” said Chuck Dabundo, vice president, Cargo Helicopters and program manager, H-47. “The fact that the US Army continues to use and value this platform and they are intending to continue to upgrade it to keep it flying for decades to come is a testament of the capabilities the Chinook team continues to bring.” Boeing will begin building the test aircraft next year. The test program begins in 2019 and first delivery of the Block II Chinook is expected in 2023. Eventually, the Army will upgrade more than 500 Chinooks to Block II configuration. The AH-64 Apache is the world’s most advanced multi-role combat helicopter and is used by the US Army and a growing number of international defence forces. Boeing has delivered more than 2,200 Apaches to customers around the world since the aircraft entered production in the 1980s. The first AH-64A was delivered to the US

boeing a hundred years of flight

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Boeing has delivered more than 2,200 Apaches to customers around the world since the aircraft entered production in the 1980s

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Picture courtesy of Paul Howe Photography

Army in January 1984. In March this year Boeing and the US government signed a five-year, $3.4 billion contract through which the Army, and a customer outside the US, will acquire the latest Apache attack helicopter at a significant saving to taxpayers. This is the first multiyear agreement for the Apache ‘E’ variant. The Army will receive 244 remanufactured Apaches while 24 new ones will go to the international customer. Boeing builds the Apache in Mesa, Arizona. Deliveries of the ‘E’ model began in October 2011. Seven customers outside the US have ordered this variant.

Picture courtesy of Paul Howe Photography

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“As well as commercial aircraft, Boeing is also a leading producer of military aircraft, helicopters, satellites, missiles and advanced information and communications systems”

Picture courtesy of Paul Howe Photography

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boeing a hundred years of flight

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Nicknamed ‘The Bone’, the B-1B Lancer is a long-range, multi-mission conventional bomber, which has served the United States Air Force since 1985. Originally designed for nuclear capabilities, the B-1 switched to an exclusively conventional combat role in the mid 1990s. In 1999, during Operation Allied Force, six B-1s flew 2 per cent of the strike missions, yet dropped 20 per cent of the ordnance. The B-1 has been nearly continuously deployed in combat operations over Afghanistan and Iraq since 2001. The Boeing B-52 bomber is in its fifth decade of operational service. It primarily provides the United States with immediate nuclear and conventional global strike capability. The B-52H is the most combat capable bomber in the US inventory. Due to its high mission-capable rate, long range, persistence and ability to employ accurate standoff weapons and Joint Direct Attack Munitions, the B-52H continues to be a major contributor to the US and allied forces. The bomber is regularly upgraded to feature the latest

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technological advantages, most recently being equipped with enhanced internal weapons bay launchers allowing the B-52 to carry GPS-guided or ‘smart’ weapons in the weapons bay for the first time. The fleet had previously been fitted with Boeing’s Combat Network Communications Technology, known as CONECT. The B-52 bomber was built during the Cold War, but CONECT provides 21st century digital capabilities that give the bomber the agility and flexibility needed for the modern battlefield. When it comes to fighter jets, the F-15 is the backbone for the US Air Force’s air superiority and homeland defence missions. A twin-engine, all weather fighter, its proven design is undefeated in air-to-air combat, with more than 100 aerial combat victories. Its two engines provide 58,000 pounds of thrust, which enable the F-15 to exceed speeds of Mach 2.5. Boeing has built more than 1,600 of the aircraft for six countries around the world, providing unparalleled interoperability.

boeing a hundred years of flight

‘The Bone’ - B-1B Lancer

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“The Boeing B-52 is in its fifth decade of operational service, but is constantly updated with the latest technology. The B-52 was built during the Cold War, but now has 21st century digital capabilities that give the bomber the agility and flexibility needed for the modern battlefield”

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boeing a hundred years of flight

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The F/A-18 Super Hornet is another twin-engine, supersonic, all weather multirole fighter jet that is capable of landing and taking off from an aircraft carrier. Boeing offers a suite of upgrades to the F/A-18 Super Hornet, including conformal fuel tanks, an enclosed weapons pod, an enhanced engine and a reduced radar signature. These capabilities, along with other advanced technologies, offer US and international customers a menu of next-generation capabilities to outpace future threats affordably. When it comes to fighter jets, the F-15 is the backbone for the US Air Force’s air superiority and homeland defence missions. A twin-engine, all weather fighter, its proven design is undefeated in air-to-air combat, with more than 100 aerial combat victories. Its two engines provide 58,000 pounds of thrust, which enable the F-15 to exceed speeds of Mach 2.5. Boeing has built more than 1,600 of the aircraft for six countries around the world, providing unparalleled interoperability.

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boeing a hundred years of flight

“The F-15 is the backbone for the US Air Force’s air superiority and homeland defence missions. A twin-engine, all weather fighter, its proven design is undefeated in air-to-air combat”

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Lift-off with key technologies for global OEM and MRO in the Aerospace Industry

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Fuel Tank

Landing Gear

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Aircraft Structure • Cleaners • Corrosion Inhibiting Compounds (CIC) • Metalworking Fluids • Multi-Purpose Sealants • Non-Destructive Testing (NDT) Products • Pretreatment Technologies

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boeing a hundred years of flight

Picture courtesy of Paul Howe Photography

A variant of the F/A-18F Super Hornet, the EA-18G Growler provides tactical jamming and electronic protection to US military forces and allies around the world. The Boeing C-40A Clipper is a military version of the Boeing 737700C airline transport, used by both the United States Navy and Air Force. Ordered to replace the Naval Reserve fleet of C-9B Skytrain aircraft, the Navy C-40A variant is named ‘Clipper’, whereas the USAF C-40B/C variants are officially unnamed. Designed to offer mission flexibility, the C-40A can be configured to carry all-passengers, all-cargo, or a combination of both. The first C-40A was delivered to the US Navy in April 2001. A high-wing, four-engine, T-tailed military transport aircraft, the multiservice C-17 Globemaster can carry large equipment, supplies and troops directly to small airfields in harsh terrain anywhere in the world. The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions. It has delivered cargo in every worldwide operation since the 1990s.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 31

TRELLEBORG SE ALING SOLUTIONS

From design to delivery, we seal the global aerospace industry

Trelleborg Sealing Solutions is one of the world’s leading developers, manufacturers and suppliers of seals to the aerospace industry. We are uniquely placed to offer a dedicated seal design and development service to the aerospace market locally through our global network of engineering and manufacturing facilities. BENEFITS OF PARTNERING WITH TRELLEBORG SEALING SOLUTIONS: • A complete polymer sealing range for the aerospace industry • Proven-engineering excellence – servicing all major aerospace programs • Industry-leading design and materials expertise • Best practice manufacturing • Customized distribution capabilities – direct line feed, subassembly and kitting • Aftermarket expertise • 24-hour worldwide support • Full service provision – design concept to aftermarket support

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boeing a hundred years of flight

“On 1 July 2017 Boeing launched its third major business unit, Boeing Global Services, to run alongside Commercial Airplanes and Defense, Space & Security. The new dedicated services business focuses on the needs of government, space and commercial customers worldwide” The final Boeing C-17 Globemaster III military airlifter left the company’s plant in Long Beach, California in November 2015, marking the official end of aircraft production in Long Beach, although Boeing will continue to service the worldwide C-17 fleet, providing support, maintenance and upgrades.

Boeing Global Services

On 1 July 2017 Boeing launched its third major business unit, Boeing Global Services, to run alongside Commercial Airplanes and Defense, Space & Security. The new dedicated services business focuses on the needs of government, space and commercial customers worldwide. Boeing Chairman, President and CEO Dennis Muilenburg announced the formation of Global Services in November 2016 to expand Boeing's share commercial and government services market worth an estimated $2.6 trillion over the next decade.

"Aerospace services represents one of our biggest growth opportunities for the future," said Muilenburg. "Standing up Global Services will accelerate our capabilities across all Boeing services and support areas—from our traditional parts, modifications and upgrades business to strengthening our data analytics and informationbased offerings. Our services expertise, the global reach of our business, and our strong customer partnerships have us well positioned to compete and win in this important sector." Boeing has been working since November to fully define and structure the integrated new business, which combines key capabilities of the company's former Commercial Aviation Services and Global Services & Support groups. Led by President and CEO Stan Deal, Global Services will bring service solutions to customers in four key capability areas: supply chain; engineering, modifications & maintenance; digital

aviation & analytics, and training & professional services. Global Services, headquartered in the Dallas area, was formed by integrating the services capabilities of the government, space and commercial sectors into a single, customer-focused business. With space activities including Phantom Express, a collaboration with the US Defense Advanced Research Projects Agency to design, build and test a technology demonstration vehicle for the agency’s Experimental Spaceplane (XS-1) program, and Boeing's Crew Space Transportation (CST)-100 Starliner spacecraft, being developed in collaboration with NASA's Commercial Crew Program for NASA service missions to the International Space Station, Boeing is already beginning to shape the next 100 years of flight.

* * *

Aviation Manufacturer Magazine www.aviationmanufacturer.com 33

Boeing RC135 (Picture courtesy of Paul Howe Photography)

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news & features

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Have a news story or press release you would like to be considered for publication in the next Aviation Manufacturer Magazine? Please contact Martin Ashcroft at martin@aviationmanufacturer.com www.aviationmanufacturer.com

news

Lockheed Martin invests $350 million in ‘factory of the future’

reliminary construction is underway on a new, $350 million Lockheed Martin facility that will produce nextgeneration satellites. Located on the company’s Waterton Canyon campus near Denver, the new Gateway Center is expected to be completed in 2020. It includes a state-of-the-art high bay clean room capable of simultaneously building a spectrum of satellites from micro to macro. The facility’s paperless, digitally-enabled production environment incorporates rapidly-reconfigurable production lines and advanced test capability. It includes an expansive thermal vacuum chamber to simulate the harsh environment of space, an anechoic chamber for highly perceptive testing of sensors and communications systems, and an advanced test operations and analysis centre. The Gateway Center will be certified to security standards required to support vital national security missions. “This is our factory of the future: agile, efficient and packed with innovations,” said Rick Ambrose, executive vice president of Lockheed Martin Space Systems. “We’ll be able to build satellites that communicate with front-line troops, explore other planets, and support unique missions. You could fit the Space Shuttle in the high bay with room to spare. That kind of size and versatility means we’ll be able to maximize economies of scale, and with all of our test chambers under one roof, we can streamline and speed up production.” Lockheed Martin expects the construction effort to employ a total of 1,500 contractors during the three-year construction

phase. Lockheed Martin has added more than 750 jobs to its Colorado workforce since 2014, and currently has about 350 job openings in the Denver area alone. This building will accommodate that recent growth and new future projects. “Aerospace is an engine of innovation and growth for America, and we’re investing in infrastructure and technology to help strengthen the nation’s leadership in military and commercial space and scientific exploration,” added Ambrose.

“This is our factory of the future; agile, efficient and packed with innovations” “We’re transforming every aspect of our operations to help our customers stay ahead of a rapidly-changing landscape. The Gateway Center, coupled with advancements in 3D printing, virtual reality design and smart payloads, will deliver gamechanging innovations while saving our customers time and money.” Companies selected by Lockheed Martin for the project include Hensel Phelps as the general contractor, Matrix PDM Engineering and Dynavac for thermal vacuum chamber design and construction, and ETS-Lindgren for anechoic chamber design and construction.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 37

Lufthansa Cargo sets up test factory With IBS Software

solutions provider IBS Software has set up a test factory for Lufthansa Cargo to ensure that all its application software is fit for purpose. Lufthansa Cargo is known for its highly efficient processes, reliability and

service excellence. Under this arrangement, IBS is responsible for managing end-to-end testing of all applications under the core IT platform, enabling a smooth roll out of product upgrades, new services and innovations. “With the IBS Test Factory,

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we have enhanced our strategic partnership with IBS on a next level,” said Dr. Jochen Göttelmann, Chief Information Officer of Lufthansa Cargo AG. “Bundling product development, project implementation and the important quality assurance

for our core IT platform, we have succeeded to reduce the IT complexity and to streamline our provider relationships. With IBS as a trusted partner, we get these business critical services now out of one hand only, ensuring smooth transition of projects into operations.”

news

UTC Aerospace Systems expands nacelle facility in Alabama I n response to rising customer demand for its nacelle systems, UTC Aerospace Systems, a unit of United Technologies Corp, has unveiled a new 80,000-square foot manufacturing and nacelle assembly facility at its awardwinning campus in Foley, Alabama. The company expects to add up to 260 new jobs at the site, ultimately increasing its Foley workforce to more than 1,000 employees. The campus is part of UTC Aerospace Systems’ Aerostructures business unit, which maintains a global footprint of nacelle design, original equipment manufacturing and maintenance, repair and overhaul (MRO) sites. Expected to be fully operational by year’s end, the new building will feature a range of innovative manufacturing technology, including automated material movement to index large nacelle component platforms down the assembly line, an overhead rail system with vacuum lifts and an automated painting system. These new advanced manufacturing systems,

which have been piloted at other UTC Aerospace Systems’ Aerostructures sites around the world, will greatly increase the efficiency of operations required to assemble and paint nacelle systems, as well as provide ergonomic benefits for employees. The new building is LEED (Leadership in Energy and Environmental Design) certified by the US Green Building Council, and features a sanitation system that incorporates rainwater collection. As the third manufacturing building on the Foley campus, it will serve as a complement to the site’s existing 230,000-square foot original equipment plant and 210,000-square foot MRO facility. The Foley site assembles nacelles for integration with the Pratt & Whitney Geared Turbofan engine for a number of aircraft platforms, including the Airbus A320neo, Bombardier C Series, Mitsubishi Regional Jet and Embraer E-Jet E2. In February, it was named one of IndustryWeek magazine’s 2016 Best Plants in North America.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 39

Caverton Helicopters expands fleet with eight new Bell helicopters

averton Helicopters Limited, a subsidiary of The Caverton Offshore Support Group Plc, has entered a purchase agreement with Dallas based Bell Helicopter for eight brand new Bell 407GXPs. The addition to Caverton Helicopter’s growing fleet of helicopters marks a milestone in the company’s long-term fleet development plan across a diverse range of industries and will be deployed throughout the company’s West African operations. “We are delighted to be expanding our fleet and our longstanding relationship with Bell Helicopter,” said Josiah Choms, Managing Director, Caverton Helicopters. “Caverton offers marine and aviation logistics and support services to oil and gas companies located along the West African shelf. Identifying the best aircraft to effectively carry out the mission is key and we believe the Bell 407GXP’s proven track record, particularly its speed and efficient

operating cost, make it the perfect light single helicopter for this job.” Caverton also signed a support services agreement for the newly purchased 407GXP helicopters for technical assistance provided by Bell Helicopter’s support solution, The Customer Advantage Plan (CAP). “With nearly 1,400 Bell 407s in operation around the world, the aircraft continues to be a success in global markets with sales steadily growing in Africa,” said David Sale, Bell Helicopter’s Managing Director for the Middle East and Africa region. “Together with their fleet of Bell 412EPs, the new Bell 407GXP helicopters will be used for offshore logistics support, maritime and coastal surveillance, emergency medical services and search and rescue.” Delivery of the helicopters on order will commence in the 4th quarter of 2017 and continue into 2018.

Brazilian operators order leonardo helicopters

rders from Brazilian executive operators have strengthened Leonardo’s position in the country as a leading provider of corporate and VIP helicopters. Most recently, one GrandNew helicopter was sold to a VIP operator in Brazil, and three firm orders were placed for AW169s. These aircraft will join the fleet of nearly 200 Leonardo helicopters in Brazil across commercial, parapublic, and military operators. The GrandNew and AW109 series are well-established in Brazil, but the country also represents one of the biggest opportunities for growth of the AW169 fleet. Of the more than 160 agreements

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signed for the AW169 to date, including firm orders and options, nearly 20 of them are from operators in Brazil. The AW169 is the latest-generation 4.6 tonne twin-turbine helicopter, with versatile capabilities in demanding operating conditions. The new generation AW169 meets customer preferences for helicopters and features innovative safety characteristics. The AW169 incorporates several new technology solutions in the rotor system, engines, avionics, transmission and electric power generation and distribution systems, and can comfortably accommodate up to ten passengers.

news Aerospace sector to see growth in 3D printing

n a recent B2B technology survey, ABI Research finds that 44% of manufacturing companies currently have 3D printers in operation, but that most of these deployments are for prototyping purposes only. This is set to change over the next ten years as the Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA) approve more 3D-printed parts for use in commercial jet engines, and additive manufacturing (AM) specialists continue to innovate for production scale implementation in other industries. The US aerospace and defense industries will make up a large chunk of AM growth over the next ten years, producing additive manufactured parts and products with a value of $17.8 billion in 2026, due to the sheer size of the American aerospace industry and its defense budget. GE Additive and GE Aviation already 3D print fuel nozzles for the LEAP jet engines designed for

“GE Aviation already 3D prints fuel nozzles for the LEAP jet engines designed for Airbus and Boeing”

Airbus, Boeing and the Commercial Aircraft Corporation of China (Comac). “Aerospace original equipment manufacturers, hospitals, dentists, and their suppliers already benefit from practical 3D Printing use cases,” says Pierce Owen, Principal Analyst at ABI Research. “Now, innovation from both established and new entry specialists will create more use cases in more industries on a scale not seen before. “While certain industries have already embraced 3D Printing technology, to have widespread appeal, other sectors will have to redesign both products and supply chains with the help of AM engineering consultants and front-line workers, and AM specialists will have to build machines that work faster and cheaper,” concludes Owen. These findings are from ABI Research’s Enterprise 3D Printing and Distributed Manufacturing report. The report is part of the company’s Industrial Internet research service, which includes research, data, and analyst insights.

AAR starts work on $909 million landing gear contract for USAF

lobal aftermarket solutions company AAR has received the notice to proceed on the $909,394,297 fixed-price contract from the US Air Force for the Landing Gear Performance-Based Logistics One program. AAR will provide total supply chain management including purchasing, remanufacturing, distribution and inventory control to support all Air Force depot and field-level, foreign military sales, other services, and contractor requisitions received for all C-130, KC-135 and E-3 landing gear parts. “We are excited to get started on

this important contract for the Air Force,” said Nicholas Gross, Senior Vice President, Government Supply Chain Solutions. “Serving as the prime contractor, AAR will support these three fleets utilizing our Landing Gear Repair and Overhaul center in Miami, as well as our supply chain network across the country.” Repair work will be done at AAR’s landing gear services facility in Miami and inventory supply and management will be handled via AAR offices and warehouses in Wood Dale, Illinois, and Ogden, Utah.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 41

finishing is only the beginning TNM is specialized in surface finishing for the aviation industry and its goal is to provide their customers with “one stop shop”.TNM is a fully approved facility for Bombardier, Airbus and Boeing along with many other major OEMs and we’re in the process of also getting fully approved for Lockheed Martin. Our Mission “Our mission is to be amongst the elite processors for surface finishing. We are committed to providing superior value and service to our customers and sustained profitability to our stakeholders by investing in our people and services. At TNM “FINISHING IS ONLY THE BEGINNING”. Why TNM?

• Approvals for all Major OEMs • Capacity for small, medium and Large Parts • Various Type of treatments • Aggressive Lead Time • On Time Delivery, Quality and Services are guaranteed • Certified for ISO 9001, AS9100, NADCAP

TNM has been awarded as one of Top Shops in North America for a second consecutive year and are a finalist for the Gilles Demers 2016 Award attributed by the Québec aerospace community for being a leader in commitment to innovation, wealth creation and outreach and business development and internationalization.

21 Chemin de l’aviation, Pointe -Claire, QC, H9R 4Z2, Tel: (514) 429-7777 Fax : (514) 429 -5108 www.tnminc.ca General Manager, Michel Martel : 514-209-1024

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news KLM chooses EDM for Cabin Emergency Evacuation Trainers E

DM has been selected by KLM Royal Dutch Airlines to manufacture B777 and B737 Cabin Emergency Evacuation Trainers (CEETs). Designed and built to meet KLM’s exact training requirements and international regulatory standards, the CEETs will enable the airline’s cabin crew to be comprehensively trained in all safety and emergency procedures for both aircraft types including fire and smoke training, door and exit operation, secure cockpit procedures and emergency equipment usage. The B737 CEET will be static whilst the B777 CEET is the world’s first wide-body training simulator to be operated on a 3 axis electric motion system which will add further realism to the training experience. Both CEETs will be fitted

with SEPTRE, EDM’s industry-leading audiovisual system that delivers even higher levels of cabin crew training through the provision of pre-programmed emergency scenarios such as aborted takeoff, engine fire, gear collapse, ditching and decompression. Forward facing visuals in the cockpit windows synched to SEPTRE add even more training realism. Each CEET will be fitted with a galley, passenger seats, cabin lighting, overhead storage compartments and cabin communications system to enable them to also be used for passenger service and management training. Once completed, the two CEETs will be shipped and installed at KLM’s new training facility due to be opened at Schiphol Airport in 2018.

“The CEETs will be installed at KLM’s new training facility due to be opened at Schiphol Airport in 2018”

CommutAir to expand Training and aircraft maintenance facilities

nited Express carrier CommutAir announced that it would double the size of its Washington-Dulles Flight Training Center and expand its Albany, New York maintenance hangar campus. “Our fleet growth requires us to double our pilot and flight attendant workforce over the next two years, and the design of our new facility will ensure high-quality training,” said Jeff Harris, CommutAir’s Director of Flight Training. “The Dulles airport location is also optimal for our Newark and Dulles based crews.” The new Flight Training Center will include state-ofthe-art technology, software, and training equipment. The facility is expected to open in January 2018. CommutAir also added another facility in its Albany,

New York maintenance hangar campus. It will primarily house the technical acceptance team tasked with rapid jet aircraft inductions and turboprop aircraft retirements. “We have already outgrown our existing facilities in just a couple of years,” explained Lon Ziegler, CommutAir’s Vice President of Maintenance. “Moreover, this addition will allow us to effectively manage the next phase of our growth.” CommutAir is expected to triple in size to over 60 aircraft by 2019, and to actively hire in all areas. Founded in 1989, CommutAir operates as United Express and is majority-owned by Champlain Enterprises, Inc. and 40% owned by United Airlines, Inc.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 43

news Delta broadens trans-Atlantic partnerships and equity investments

elta Air Lines is deepening its partnership with Air France-KLM Group with a €375 million investment to acquire 10 per cent equity and a seat on the Air France-KLM Group board of directors. Delta, Air FranceKLM and Virgin Atlantic will also launch a combined longterm joint venture, supported by a 31 per cent investment by Air France-KLM in Virgin Atlantic, to offer customers the most comprehensive trans-Atlantic route network. “A dynamic global landscape means it’s more important than ever for Delta to deepen ties with our global partners to provide opportunities for mutual growth,” said Delta CEO Ed Bastian. “Bringing together the strengths of Delta, Air FranceKLM and Virgin Atlantic into a combined joint venture will create the trans-Atlantic partnership of choice for customers.” The expanded joint venture, including Alitalia, will offer nearly 300 daily nonstop trans-Atlantic flights. Customers also

will benefit from the ability to earn and redeem miles across all carriers, co-location of facilities at key airports to improve connectivity and access to each carrier’s airport lounges for premium customers. The investment aligns with others Delta has made in recent years as it grows its international footprint through partnerships with key airlines in regions around the world. “During the past decade, Delta’s global partnerships have fuelled significant international growth,” said Steve Sear, President – International & EVP – Global Sales. “As we further develop these partnerships, our ability to align network, sales and other commercial and operational initiatives will provide even greater benefits for our customers and employees.” All transactions are subject to execution of definitive agreements and receipt of final shareholder, board and regulatory approvals.

Rockwell Collins selected for KC-10 repair chain management L-3

Technologies recently awarded Rockwell Collins a repair chain management contract to support the repair of over 500 parts for the US Air Force on 59 KC-10 aircraft. Rockwell Collins will manage 4,000 repairs annually in partnership with Intertrade, a Rockwell Collins company.

“Rockwell Collins and Intertrade encompass a trusted source of components and repair chain solutions, and an established track record as key service providers for repair chain management,” said Thierry Tosi, vice president and general manager, Service Solutions. As part of the contract,

Rockwell Collins and Intertrade will leverage current vendor networks and provide logistics support through a distribution centre in Memphis, Tennessee. This program, with a required quick repair turnaround time, is imperative to sustain mission critical operations of the KC-10 aircraft. Intertrade offers recertified

engine and airframe parts for sale, exchange or lease, along with repair chain management solutions. Its inventory covers multiple military and commercial equipment manufacturers, aircraft and engine platforms. Rockwell Collins acquired Intertrade in 1999, which now operates as a wholly owned subsidiary.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 45

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news Stelia Aerospace presents thermoplastic fuselage demonstrator A

t the recent Paris Air Show, Stelia Aerospace presented its full-scale thermoplastic fuselage demonstrator ARCHES BOX TP, featuring advanced composite materials from Porcher Industries. Stelia Aerospace developed the demonstrator to allow an internal evaluation of the use of high performance thermoplastics (as opposed to thermosets) within a next generation single aisle aircraft. The demonstrator featured all the typical characteristics of a primary fuselage airframe; those being thin skin, lightning protection, stringers and frames, to allow a detailed evaluation of these technologies in a true industrial environment. The project is both a technological challenge, due to a lower level of maturity than a thermoset matrix composite, and an economic issue, because its global application for the fuselage of the single aisle aircraft must be more cost competitive than the previous generation metallic technologies. Stelia Aerospace has selected leading French suppliers in thermoplastic composites to provide complementary

technology packages such as dynamic robotic induction welding of TP stringers, fast stamping of stringers and frames and hybrid TP structures by over‐moulding short fiber and long fiber. Porcher Industries’ technical team developed an organosheet from the Pipreg® range of thermoplastic solutions as the optimal material for the frames, based on the initial Stelia Aerospace specification. The PEKK based (poly ether-ketone-ketone) Pipreg laminates supplied use a specific carbon reinforcement, providing an exceptional combination of mechanical and fatigue properties from cryogenic to very high temperatures. Using a cuttingedge mixing chemistry and processing, Porcher Industries has been able to develop an improved and unique interface between fibres and PEKK. Porcher Pipreg laminates satisfied all testing, engineering and processing targets for the ARCHES BOX TP project and were used by Stelia Aerospace to produce all composite frames in the demonstrator module, as well as being incorporated into an overmoulded access door component.

Sikorsky signs five-year contract to build Black Hawk helicopters S

ikorsky has signed a five-year contract for 257 H-60 Black Hawk helicopters to be delivered to the US Army and foreign military sales customers. The multi-year contract will yield significant savings for the US government compared with purchasing the same quantity across five separate

annual agreements. The contract value for expected deliveries is approximately $3.8 billion and includes options for an additional 103 aircraft, with the total contract value potentially reaching $5.2 billion. Actual production quantities will be determined year-by-

year over the life of the program, based on funding allocations set by Congress and Pentagon acquisition priorities. The deliveries are scheduled to begin in October of this year and continue through 2022. The UH-60M/HH-60M helicopters are the latest and most modern in a series of

Black Hawk variants that Sikorsky has been delivering to the Army since 1978. They provide additional payload and range, advanced digital avionics, better handling qualities and situational awareness, active vibration control, improved survivability, and improved producibility.

Aviation Manufacturer Magazine www.aviationmanufacturer.com 47

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news F. LIST chooses Laval, Quebec, for North American production facility

.LIST, an Austrian manufacturer of high-end interiors for business and private jets, has chosen the town of Laval, in the greater Montreal area of Quebec, as the site of its new North American production facility. The new facility will be F.LIST’s first production plant outside of Austria, and will include the company’s Competence Centre for flame retardant wood veneers. It expects to begin operations in Laval in the fall of 2017, with 15 specialist employees, growing to as many as 100 people by 2020. F/LIST installs interiors in Bombardier jets, in business jets made by Brazilian aircraft manufacturer Embraer and in aircraft for Swiss company Pilatus. By setting up in Laval, the company wishes to develop its business with Bombardier and Embraer, as well as with other aerospace manufacturers that are present in North America, namely Gulfstream, Cessna and Dassault.

“The decision for Laval as our strategic location in North America came due to the excellent infrastructure, enterprisefriendly administration and availability of highly qualified and experienced aviation professionals. Québec provides the perfect environment for F/LIST CANADA to thrive, ideally support its customers and expand its activities across all of Canada and the USA,” says Michael Groiss, CEO for F/LIST. “As a major global aerospace centre, the greater Montréal is an ideal location for F/LIST to expand its operations to serve its North American customers,” says Hubert Bolduc, President and CEO of Montréal International, noting that major North American aerospace OEMs and Tier 1 integrators are already working with the company. “F/LIST is positioning itself as a technological leader in its sector and Montréal International is very proud that a few years of mutual exchanges led to this decision to select our city for growing its business.”

MTS Systems opens new Indian headquarters in Bangalore M

TS Systems Corporation, a global supplier of high-performance test systems and sensors, has strengthened its position in India by establishing the MTS India headquarters in Bangalore. This location, along with the Chennai office that opened in early 2016, will provide a stronger connection to customers in the region. An improved level of engagement will include sharing in-depth application knowledge, as well as the

capability to collaborate with customers to develop and produce leading-edge test hardware and software in order to meet specific requirements. MTS’ highly advanced materials testing rigs are allowing new composites to be evaluated that will dramatically improve aircraft performance parameters. “India has proven to the world that it is not simply a location for cost effective manufacturing. The quality of engineering talent available, combined

with continued funding of ambitious large scale projects, has made India a thriving hub for technological innovation,” says Dr. Jeffery Graves, Chief Executive Officer and President of MTS. “It is expected that by 2020, India will be the third largest automotive market globally, with over 10 million passenger vehicles being sold annually. In tandem, billions of dollars of public sector and private sector investments are currently being made in

aerospace. These dynamics are making the country a hotbed for engineering activity,” adds Umesh Krishnappa, President of MTS India. “Last year our Indian sales exceeded the original target by over 150%. With the new Bangalore headquarters, we will have more on-the-ground resources to better support local companies as well as international corporations with manufacturing and development centres situated in India.”

Aviation Manufacturer Magazine www.aviationmanufacturer.com 49

Chorus Aviation adds to regional jet lease fleet C anadian aircraft leasing operator Chorus Aviation has been adding to its fleet lately with the recent acquisition of three Bombardier Q400 aircraft on lease to Falcon Aviation Services of Abu Dhabi. The aircraft are two years old and are incremental additions to Chorus Aviation Capital’s growing regional lease fleet. Commenting on the acquisition, Chorus Aviation Capital’s President, Steven Ridolfi, said, “We are delighted to welcome Falcon Aviation Services to our growing portfolio of high-caliber lessees. We are building a leading regional aircraft leasing company with a truly global customer base.” In July Chorus also announced agreements to acquire two Embraer 190 aircraft, one of which is currently on lease to Dutch carrier KLM Cityhopper (a subsidiary of KLM Royal Dutch Airlines) and the other with Aerolitoral, a subsidiary of Aerovías de México (Aeromexico). These aircraft are three years old and the first Embraer 190s to be added to Chorus Aviation Capital’s regional aircraft fleet.

“This transaction represents an exciting milestone for Chorus,” said Joe Randell, President and Chief Executive Officer, Chorus. “We are broadening our revenue base through the addition of high-quality lessees and extending our market reach through the addition of Embraer aircraft to our fleet. Importantly, we are growing by leveraging what we know best: regional aviation.” Headquartered in Halifax, Nova Scotia, Chorus Aviation owns Jazz Aviation and Voyageur Aviation.

Air Transat to lease ten new Airbus A321neo LRs T

en Airbus A321LR aircraft will be joining the fleet of Canadian airline Air Transat, making it the first North American operator of this long-range single-aisle aircraft. Air Transat will lease the aircraft through a deal with AerCap, and plans entry into service starting in 2019. The LR option extends the range of the A321neo up to 4,000 nautical miles, the longest range of any single-aisle jetliner, enabling airlines to access new longhaul markets that were inaccessible with current single-aisle aircraft. The aircraft are to be delivered between spring 2019 and fall 2020, and will replace Transat’s Airbus A310s, which will be gradually

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retired from the fleet. The A321neo LRs will be configured for 200 seats across both classes: Club and Economy. “This is an ideal aircraft for the North American market, and particularly for a carrier like Air Transat,” said John Leahy, Airbus Chief Operating Officer Customers. “It gives operators a highly efficient and affordable modern option for their transatlantic routes, and we look forward to other North American carriers following Air Transat’s example.” Air Transat is Canada’s number one holiday travel airline in the Canadian and transatlantic markets.

news Spirit AeroSystems to create fabrication centre of excellence in Oklahoma

pirit AeroSystems is to create a 3- and 4-axis machining centre of excellence at its McAlester, Oklahoma, facility. The centre will accommodate new detailed parts fabrication work in the global aerostructures market, while also supporting current customer contracts. The purchase and installation of new equipment in McAlester includes 18 new machines purchased from a fabrication shop in Juarez, Mexico. Spirit acquired the machines to create soft metal machining capacity as part of a US-based centre of excellence. This is

“State-of-the-art machines have been installed in McAlester” in addition to the creation of a 5-axis centre of excellence in Wichita, Kansas, and the planned expansion of operations in Malaysia to help Spirit grow its global fabrication business. The state-of-the-art machines installed in McAlester position Spirit to compete

in the global metal fabrication market. More than 1,000 unique parts have already been scoped and are in process of being scheduled for production. “We will be able to offer significant capability at very competitive prices due to the productivity of the new centre of excellence,” said Spirit Senior Vice President of Operations Ron Rabe. “We look forward to continuing to grow our business by being a world class provider of fabricated parts.” The new centre will specialize in smallto medium-sized parts and is expected to be fully operational later this year.

Saab signs PEP agreement with Silver Airways D

efence and security company Saab has signed a four-year parts exchange program (PEP) agreement with Silver Airways, superseding a similar agreement between the two companies. The agreement covers repairs and exchanges for rotables in Silver Airway’s Saab 340 fleet. Silver is the largest US operator of the Saab 340, with 21 of the aircraft. “Saab looks forward to continuing our relationship with Silver Airways,” said George Caracost, VP, general manager, and head of Support and Services for Saab Defense and Security USA. “When

we work with Saab aircraft operators, we bring to bear the full scope of services that only the original equipment manufacturer can provide.” The Saab-Silver contract is a flighthour agreement, meaning that the customer pays a monthly fee rather than part-by-part transactions. This provides the customer with more accurate cost forecasting and reduces the need to buy stocks of components.

“Saab has been providing outstanding spares and technical services to Silver since 2012,” said Silver Airways President and CEO Sami Teittinen. “This agreement represents our deep satisfaction with Saab’s expertise, commitment and value.” Silver Airways is a US airline operating within the state of Florida and between Florida and The Bahamas. Owned by Versa Capital Management LLC, a Philadelphiabased private equity investment firm, Silver is headquartered in Fort Lauderdale with a maintenance facility at Orlando International Airport in Florida.

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Airbus Helicopters H160

A new chapter in helicopter design Carbon fibre reinforced PEEK prepreg rotor hub developed with Airbus Helicopters. Airbus Helicopters, a division of the Airbus Group providing civil and military helicopter solutions, has developed the H160 helicopter as the first new member of the H generation of civil aircraft. First unveiled at the Heli-Expo, Florida in March 2015, the H160 is currently undergoing its flight test program, with planned service entry in 2018. The H160 is a medium duty, twin-engine helicopter, with a capacity of 12 passengers, designed for operations in sectors such as oil & gas, air ambulance and coast guard roles as well as private business aviation services. Airbus Helicopters aims to offer clients more performance, safety and comfort with the new 160 as well as improving the overall cost effectiveness and operating efficiency. One of the key factors in delivering these requirements is a significant increase in the usage of composite materials in the H160 program.

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The H160 is the first civil helicopter to use a full composite material airframe structure, providing massive weight savings as well as producing a tough and more robust aircraft. Another key component, Airbus Helicopters’ proven Spheriflex bearingless main rotor hub, has been enhanced with the introduction of a unique thermoplastic composite technology developed with Porcher Industries.

Innovative thermoplastic composite solutions

Airbus Industries had previously introduced composite materials in its main rotor hubs with the Starflex hub, which used a thermoset resin based composite in place of the traditional metallic component. With the H160 being a completely new design from nose-to-tail, every component was evaluated and the target for the new rotor hub was to reduce weight, improve long

term performance and optimize damage tolerance. A thermoplastic composite solution, and in particular a PEEK resin matrix, was selected as it provided significantly higher toughness and long term resistance to fatigue in the finished part. Another significant benefit of using a thermoplastic composite is that components can be recycled more easily at the end of their life, helping to meet environmental and sustainability targets for the program. PEEK composites also exhibit particularly high resistance to aviation fuel, hydraulic oil and other common flight service fluids, further reducing the maintenance requirements for the main rotor hub. With the engineering design completed and resin matrix selected, the next challenge for Porcher Industries was to finalize the high temperature impregnation process, to ensure precise control of the mechanical properties of the finished carbon fibre reinforced prepreg. Porcher’s cutting-edge expertise in processing specific carbon fibres, and its ability to carefully control fibre sizing, allowed it to optimize the prepreg interface bonding and mechanical performance.

Test sections and prototype parts were subjected to a detailed set of mechanical tests which lead into a very stringent program of extended fatigue testing and monitoring. Happily, the Porcher Industries carbon fibre PEEK prepreg passed with flying colours, meeting the quality requirements of this safety critical application and receiving the green light for production by Airbus Helicopters. Thanks to the success of this partnership with Airbus Helicopters, the next generation of high performance thermoplastic composite parts for structural applications in aerospace is already under development. Porcher Industries is confident that this technology will also be applicable in other market sectors such as the automotive industry, and is looking forward to further challenging thermoplastic prepreg projects in the future.

www.porcher-ind.com

Aviation Manufacturer Magazine www.aviationmanufacturer.com 53

The Future Of Flight After four decades of innovation, Airbus is looking ahead to the next 40 years – working with other industry stakeholders to anticipate the needs of a better-connected and more sustainable world.

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Commercial aircraft

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Inspired by birds, the wings of the A350 XWB have been designed to adapt during flight, changing their shape to continuously optimise the wing loading, reduce drag and lower the fuel burn

Aviation Manufacturer Magazine www.aviationmanufacturer.com

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Judging by the wealth of innovation we have seen in aerospace in our lifetimes, it’s tempting for people of ‘a certain age’ to think that the future is already here. A glance at the futuristic projects being advanced by Airbus, however, is enough to bring one down to earth, as it were. The future is poised to amaze us as never before. From advanced materials to smarter skies, from assisted take-off to express skyways, from electrification to urban air mobility, I can assure you, folks, we ain’t seen nothing yet.

To begin with conventional commercial aircraft, Airbus announced $39.7 billion worth of new business during the 2017 Paris Air Show, with firm orders for 144 aircraft and MoUs for 182 others. “Our commercial success at Paris extends our already diversified order backlog to a new industry record of over 6,800 aircraft, with 326 orders worth $40 billion,” said John Leahy, Chief Operating Officer Customers, Airbus Commercial Aircraft. Sales of the A320 Family were dominant, with 132 firm orders worth $14.7 billion, and MoUs for 174 aircraft worth $19.1 billion. In the wide body segment, Airbus won business for 20 aircraft worth $5.9 billion, comprising 12 firm orders worth $3.6 billion and MoUs for eight aircraft worth $2.3 billion. The A350 XWB (extra wide body) is the newest member of the company’s

AIRBUS THE FUTURE OF FLIGHT

wide body family. The prototype A350 first flew on 14 June 2013 from Toulouse, France. Inspired by birds, the aircraft’s wings have been designed to adapt during flight, changing their shape to continuously optimise the wing loading, reduce drag and lower the fuel burn. After certification from the European Aviation Safety Agency in September 2014, and the US Federal Aviation Administration in November, the A350 entered service with Qatar Airways on 15 January 2015. When China Airlines received its seventh A350-900 in July this year, the delivery marked the 100th jetliner from Airbus’ newest family of wide body aircraft, only 30 months after its first delivery. After this solid production ramp-up, Airbus is targeting a production rate of 10 aircraft per month by the end of 2018. The maiden flight of the Airbus A350-1000, the longer-fuselage

version of the A350 XWB, took place in November 2016 from ToulouseBlagnac Airport in southwest France, home to the family’s final assembly line. Major structural sub-assemblies are brought to The Roger Béteille A350 XWB Final Assembly Line (FAL) from plants in France, Spain, Germany and the UK, which specialise in their particular piece of the structure. The front and centre fuselage arrive from Saint Nazaire in north west France, the forward fuselage and vertical tail plane from Hamburg in Germany, the wing build from Broughton in Wales and the horizontal tail plane from Getafe/Illescas in Spain. The pylon and nacelle travel from up the road in Toulouse. Measuring nearly 74 metres from nose to tail, the A350-1000 is powered by the latest-generation RollsRoyce Trent XWB-97 turbofan jet powerplants – the most efficient large

aero engines flying today – and offers a maximum range of 7,950 nautical miles, seating 366 passengers (+40 seats compared to the A350-900) with best-in-class comfort in the ‘Airspace by Airbus’ cabin. Airbus continuously invests in new technologies to make aircraft safer, more reliable, cheaper to operate, more environmentally friendly and for the passenger, provide a more convenient and enjoyable travel experience. Introduced in the A330neo as well as the A350 XWB, the ‘Airspace by Airbus’ cabin concept is based on four dimensions: comfort, ambience, service and design. Airspace by Airbus cabins will offer a more relaxing, inspiring, attractive and functional environment for travellers, while optimising cabin space for operators, and allowing them to project their brands to create next-generation flying experiences for passengers.

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Advanced materials

The A350 is the first Airbus aircraft with both fuselage and wing structures made primarily of carbon-fibrereinforced polymer (CFRP). Airbus has pioneered the use of composite materials for more than 30 years, from the A310’s vertical stabiliser to today’s A350 XWB – of which more than half of the aircraft’s structure is composite. Being corrosion and fatigue free, composite materials significantly reduce maintenance requirements. In essence, a composite material is made from two or more constituent materials with different physical or chemical properties. When combined, the composite material exhibits beneficial physical characteristics quite different from what the individual components alone can provide. Fiberglass, plywood and reinforced concrete are examples of simple composites found in everyday life.

Airbus uses advanced composites that are at the cutting edge of materials science. CFRP. for instance, is composed of carbon fibres locked into place with a plastic resin, offering a better strength-to-weight ratio than metals and with less sensitivity to fatigue and corrosion. In short, it’s lighter than aluminium, stronger than iron, and more corrosion-resistant than both. Like all composites, the strength of CFRP results from the interplay between its component materials. By themselves, neither the carbon fibres nor the resin is sufficient to create a product with the desired characteristics to be integrated on an aircraft. But once combined in multiple, integrated layers and bonded, the CFRP airframe component or aerostructure takes on the strength and load-bearing properties that make it ideal for aviation use.

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AIRBUS THE FUTURE OF FLIGHT

“After a solid production ramp-up, Airbus is targeting a production rate of 10 A350 XWB aircraft per month by the end of 2018”

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A380

The last 40 years have seen continual growth of the Airbus family. The A300 became the world’s first twin-engine wide body jet with its commercial service entry in 1974. It was followed in the early 1980s by Airbus’ shorterfuselage A310 derivative, then later that decade by the company’s single-aisle A320 – which has developed into one of the most successful aircraft families in history. The 1990s saw Airbus introduce its long-range A330/A340 Family, and a new era of airline travel started in 2007 when the 600-plus-seat A380 began commercial operation. The double-deck A380 is the largest commercial aircraft flying today,

capable of carrying 544 passengers in a comfortable four-class configuration, and up to a staggering 853 in a singleclass configuration. The A380 has two full-length passenger levels. With a superior range of 15,200 km and more seats than any other aircraft, it offers solutions to airport congestion, fleet plan optimization and traffic growth. By incorporating the latest advances in structures and materials, the A380 offers the lowest cost per seat of any wide body aircraft, over 15 per cent lower than its nearest competitor. This includes the use of advanced aluminium alloys for the wing and fuselage, along with the extensive application of composite materials

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in the centre wing box’s primary structure, wing ribs and rear fuselage. Two new-generation engine options (the Engine Alliance GP7200 and Rolls-Royce Trent 900), combined with an advanced wing and landing gear design, make the A380 significantly quieter than the previous largest airliner – enabling this very large aircraft to meet strict local regulations at airports around the world. With a new wing design and composite materials accounting for 25 per cent of its structural weight, the A380 is a very efficient aircraft. By producing only about 75 grams of CO2 per passenger kilometre, the A380 is helping the aviation industry's

AIRBUS THE FUTURE OF FLIGHT

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The double-deck A380 is the largest commercial aircraft flying today, capable of carrying 544 passengers in a comfortable four-class configuration, and up to a staggering 853 in a single-class configuration

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commitment to minimise greenhouse gas emissions. Cabin arrangement flexibility allows airlines to differentiate their products and develop solutions for specific market mixes. Passenger comfort is further enhanced by a number of additional technologies equipped on Airbus’ A380, including advanced lighting systems and new standards of in-flight entertainment. Cabin air is recycled every three minutes to keep the atmosphere fresh, while 220 cabin windows provide natural light. Four high-level air outlets – as opposed to the industry standard of two – keep customers refreshed during all phases of flight.

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Beluga

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The BelugaXL is derived from the larger and more powerful A330-200, which is six metres longer, one metre wider, and boasts a payload lifting capacity six tonnes greater than its predecessor. Crucially, a BelugaXL will be able to carry two wings for the new widebody A350 XWB, instead of a single wing currently accommodated on the BelugaST

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We have seen that the various structures which eventually come together to build an aircraft, can start their manufacturing processes in different parts of the world. Bringing them all together is an industry in itself – and as aircraft get larger, transporting large parts like the wings and fuselage is an ever-growing challenge. Airbus has developed its own air transportation system to carry many of the pre-assembled sections from their production locations to final assembly lines in Toulouse and Hamburg - a fleet of five A300-600ST Super Transporters. These modified A300-600s, nicknamed Beluga (after the whale), have a bulbous main-deck cargo cabin, which enables the loading of complete fuselage sections and wings. The Super Transporters have been in operation since 1996, but in order to support increasing production rates, Airbus is refreshing the fleet with a new model, BelugaXL, with a mid-2019 service entry. Built as a replacement for the current Beluga A300-600ST, the BelugaXL is derived from the larger and more powerful A330-200, which is six metres

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longer, one metre wider, and boasts a payload lifting capacity that is six tonnes greater than its predecessor. Crucially, a BelugaXL will be able to carry two wings for the new widebody A350 XWB, instead of a single wing currently accommodated on the BelugaST. The first large panels for the rear section of the BelugaXL arrived at the Final Assembly facility in Toulouse in April this year, following a five night long road convoy from Aernnova’s factory in Berantevilla, north eastern Spain. The delivery of the first nose section, however, from Méaulte in northern France, was appropriately performed by one of the five BelugaSTs currently in operation. Airbus continues to invest in improvements across its product line – including development of the A320neo (new engine option) version, the A330neo variant and more. The company’s international production network has also been significantly expanded over the years, highlighted by its single-aisle final assembly line in Tianjin, China, along with the Airbus US Manufacturing Facility for A320 Family jetliners in Mobile, Alabama – which commenced aircraft deliveries in 2016.

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Smarter Skies

Gazing into the future, Airbus has a vision of sustainable aviation in 2050 that looks beyond aircraft design to how the aircraft is operated on the ground and in the air, to meet the expected growth in air travel in a sustainable way. Called Smarter Skies, this is the latest instalment in a concept known as The Future by Airbus. Already today, if the air traffic management (ATM) system and technology on board aircraft were optimised, Airbus research suggests that every flight in the world could on average be around 13 minutes shorter. This would save approximately 9 million tonnes of excess fuel annually, which equates to over 28 million tonnes of avoidable CO2 emissions and passenger savings of over 500 million hours of excess flight time on board an aircraft. Add to this new aircraft design, alternative energy sources and new ways of flying and you could see even more significant improvements. The Smarter Skies vision consists of five concepts which could be implemented across all stages of an aircraft’s operation to reduce waste in the system.

Eco-Climb

An aircraft draws more on its power reserves during take-off than at any other time. The power needed to take off is determined based on a number of factors - including runway length, wind speed, temperature, and the weight of the aircraft itself, but this take-off power is required only for a very brief portion of the total flight. Cruising at height, an aircraft doesn’t need as much power to maintain altitude. So why not source the energy required at take-off from an innovation installed on the ground? Can the burden (and weight) be removed from the aircraft itself?

An assisted take-off – using some form of propelled acceleration – would mean aircraft could be lighter, with smaller engines consuming less fuel. All of which means an optimised aircraft could climb to its most efficient cruising altitude more quickly. Aircraft could be manoeuvred onto a track system and accelerated using either electro-magnetic motors built into the track or an inductive circuit within the aircraft itself. With less time and distance required for take-off, runways could be shortened by up to 1/3rd, minimising land use, and enabling airport capacity to increase or new micro-airports to emerge. These could be located near city centres – or the mega-cities that will become a reality – with space becoming even more of a premium.

Express Skyways

The term ‘direct flight’ is something of a misnomer. While borders have fallen at ground level, the same can’t be said for the sky. As flights transit a patchwork quilt of international airspace they are passed between disparate air navigation service providers and diverted into sets of air corridors. The result is circuitous, zig-zag flight patterns. And the more time in the air, the greater the chance of delay, with both leading to unnecessary fuel burn and emissions. What if the skies were stitched into one seamless blanket? Aircraft could navigate more directly and thus more quickly, efficiently and safely through optimal

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gate-to-gate flight paths or express flyways. In addition, a generation of intelligent aircraft could use 4D navigation capability to self-select the most efficient route, making optimum use of prevailing weather, atmospheric conditions and each other. Trailing planes could ‘surf ’ on the energy coming from the wing tip vortices of the preceding aircraft. This would reduce drag, which increases fuel efficiency and minimises engine emissions. Flights to and from similar geographic areas could rendezvous in mid-air before continuing their journey. For example, trans-Atlantic departures from San Francisco, Los Angeles and Las Vegas to the UK might meet over Utah and fly to England in formation. This would also offer the potential to streamline air traffic control workload by treating each flock as a single entity while in cruise. Airbus is already looking into cooperative flight scheduling and conducting research into aircraft stability and control. In parallel, a new breed of sensors able to detect the wake of the previous aircraft and rapid state changes must be developed. Avionic technologies already make this possible in principle.

AIRBUS THE FUTURE OF FLIGHT

Free-Glide approaches and landings

Aircraft today descend in stages and are often forced to wait in the air, circling in holding patterns to avoid congested airspace or while awaiting a landing slot. However, levelling off during descent requires an increase in thrust. That means extra fuel burn and emissions – as well as unnecessary delays for passengers. With better air traffic management, aircraft could enter a fuel-efficient descent based on when best to leave cruise level – with no risk of getting stuck in traffic. Just as when climbing, a continuous descent would see aircraft use only the minimum thrust needed. Aircraft featuring technology to optimise landing positions with pinpoint accuracy could glide smoothly into airports with their engines running in idle,

for significantly reduced fuel burn, emissions and noise. Slower landing speeds would lead to shorter runways – by up to 1/3rd – a viable possibility on arrival just as with departure. The ultimate idea, likely beyond 2050, would be to use the same renewablypowered system on landing as at takeoff, receiving aircraft and removing the need for landing gear. This would require all alternate/diversion airports to have the same system. Either way, as the aircraft touches down, kinetic energy could be captured for future use, perhaps to power on-board systems during taxiing or the groundbased propulsion system used for take-off.

Ground Operations

The stored energy mentioned above could also power autonomous receiving vehicles. These would be ready and waiting to taxi aircraft to the terminal using the fastest route, clearing runways and making it a quicker process for passengers to disembark. It would also mean a faster turnaround for the aircraft. Simply switching engines off sooner on the ground would make a big difference. According to the International Air Transport Association (IATA), up to six million tonnes of CO2 could be saved each year by reduced engine taxiing.

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Trans-Atlantic departures from San Francisco, Los Angeles and Las Vegas to the UK might meet over Utah and fly to England in formation. This would also offer the potential to streamline air traffic control workload by treating each flock as a single entity while in cruise

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Lightweight remote sensing equipment such as LIDAR (light detection and ranging) and infrared cameras allow aircraft to detect the wake vortex – which is the turbulence produced by an aircraft in flight – of those ahead.

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www.solvay.com

Airframe

Electrical, Air and Fluid Systems

Interior Propulsion

A POWERHOUSE IN MATERIALS SOLUTIONS Two giants in advanced materials, Cytec Industries and Solvay, joined forces last year to create a powerhouse in polymers and composites. Solvay is an international chemical and advanced materials company, headquartered in Brussels, Belgium. Cytec, now called Solvay Composite Materials, is a global supplier of composite materials with a dozen facilities around the world. Its materials have been used by Airbus and its supply chain for over 20 years. Cytec was fully consolidated within the Solvay Group as from 1 January 2016. “Cytec represents a decisive milestone in Solvay’s transformation and opens up new horizons for growth and innovation,” said JeanPierre Clamadieu, CEO of Solvay, when the deal was announced. “Solvay is now a leading provider of lightweighting materials for the aerospace industry. Airbus has pioneered the use of composite materials for more than 30 years, from the A310’s vertical stabiliser to today’s A350 XWB – of which more than half of the aircraft’s structure is composite. The A350 is the first Airbus aircraft with both fuselage and wing structures made primarily of carbon-fibre-reinforced polymer (CFRP). On the A380, composite materials account for 25 per cent of the structural weight of the aircraft. Composite materials are renowned for being lighter and stronger than metal, but the true value of composites is realised through the total cost of ownership, rather than a pound for pound comparison, says James Eastbury, Airbus key account manager for Solvay Composite Materials. “Typically, what we are targeting in, for example, airframe manufacture, is removing or simplifying steps in the downstream assembly of the aircraft that were required with

aluminium; increasing the ‘buy-tofly’ ratio through reducing waste and minimising the part count through what the aircraft industry calls ‘part integration’.” While R&D will undoubtedly continue to improve the materials themselves, the major focus of the industry now is on industrialisation – delivering advantages through automation, increasing the manufacturing rate of composites and decreasing the cost, to reduce the total cost of ownership for the OEM. “That is where the key innovation in composites lie today,” says Eastbury, “to make them more industrialised for the likes of Airbus and the other industries like automotive that use them. The polymer side of the business makes a huge range of products for aviation, which are used all over the aircraft. “When it comes to specialty polymer solutions it’s about a huge range of thermoplastic resin systems for use in moulding, extrusion, and additive manufacturing, as well as films and foams, both of which are very synergistic with composites, like for composite protection and sandwich construction,” says Armin Klesing, Global Business Development Manager for the aerospace activities of Solvay Specialty Polymers. “In addition to structures and cabin architecture, we contribute to many systems such as electrification, like connectors and heat exchanger liquids, as well as lubricants and materials for fluid transport in extreme conditions. As such, Solvay uniquely can speak to most materials aspects of aircraft construction.” The integration of different properties is also important here.

“We have demonstrated that in some cases about 30 different materials in a component can be consolidated down to five that properly integrate functionalities,” says Klesing. “This includes structural, acoustic and thermal insulation with one material rather than three or four different materials. It is important to reduce part count, to reduce hand labour and to achieve overall shorter process flow time.” When it comes to improving materials, he says, it’s not only a question of what is technically possible. “It’s a matter of the road map alignment between the OEM and companies like Solvay,” he says, stressing the importance of partnerships to work out solutions in a collaborative way. “Collaboration is what drives the resolution of technical challenges. It’s less about what’s technically feasible by itself but what becomes technical feasible if you work together in a trusted relationship towards a common goal.” The real power in Solvay, he adds, is the combination of Solvay’s heritage of thermoplastic materials with the power of the composite materials from the Cytec acquisition. “Solvay Composite Materials and Solvay Specialty Polymers bring together all the competencies in composites and thermoplastic materials for the first time at world class level,” he concludes. “It is now a true technology powerhouse that can provide best-in-class solutions with robustness in the supply chain, and that can contribute to building the processing technology needed to implement the materials’ attributes much more effectively at large scale industrial level.”

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AIRBUS THE FUTURE OF FLIGHT

“In July this year, the H215, the latest member of the Super Puma heavy twin helicopter family, had a two-week demo tour in China. The H215 is known for its multimission and long-range capabilities, and the demo tour included flights in Zhuhai, Shenzhen and Lijiang, covering more than 2,000 km across China”

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Helicopters

But there’s more to the future of Airbus innovation than what can be done with a family of commercial aircraft. Many people are surprised to discover that Airbus also manufactures helicopters. They don’t generate as many headlines, perhaps, but they are responsible for a great many innovations in their own right. Airbus Helicopters was formed in 1992 as Eurocopter Group, through the merger of the helicopter divisions of Aérospatiale and DASA. The division changed its name to Airbus Helicopters in 2014 and the trade names of the existing products have now mostly been changed from EC to H to reflect the new branding. Airbus Helicopters has four main plants in Europe (Marignane and La Courneuve in France, and

Donauwörth and Kassel in Germany), plus 32 subsidiaries and participants around the world, including those in Brisbane, Australia, Albacete, Spain and Grand Prairie, Michigan, USA. Active in around 150 countries, Airbus Helicopters has built a large and growing worldwide network that incorporates 29 customer centres, 26 training centres with 24 full-flight simulators, more than 100 MRO centres, and four technical support hubs. Designed with simplicity in mind, the H120 (formerly known as the EC120 B) is a member of Airbus Helicopters' light Colibri family of aircraft, drawing on the company’s 50+ years of experience designing, manufacturing and supporting light single-engine helicopters. Seating one pilot and four passengers, user-friendly and versatile

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in its performance, comfort, costeffectiveness and low noise profile, the lightweight H120 is the choice of private customers, corporations, law enforcement agencies and governments, with more than 600 being in-service worldwide today. The H125 is Airbus Helicopters’ high-performance member of the single-engine Ecureuil/AStar family. Around 550 H125 series are currently in-service worldwide, and are mainly used for high performance missions in high and hot conditions. Airbus Helicopters was the largest exhibitor at Rotorcraft Asia in April this year. The inaugural tradeshow dedicated to the growing Asia Pacific helicopter market took place at Singapore’s Changi Exhibition Centre. Airbus Helicopters’ display included a life-size static display of its new-

AIRBUs THE FUTURE OF FLIGHT

generation medium-lift H160, a twin medium helicopter in development to replace the AS365 and EC155 models, and making its maiden appearance in Southeast Asia. The H160 opens a new chapter in the history of Airbus Helicopters. Joining the product range between the H145 and the H175, this innovative medium helicopter becomes the first new member of the H generation. Capable of carrying up to 12 passengers, H160 was unveiled at the Heli-Expo trade show in March 2015. Configurations being developed include offshore transportation, business and private aviation, public services, and commercial passenger transport. The larger H175 provides the best payload range-per-passenger/ radius-of-action (RoA) in the medium helicopter category. With

16 passengers aboard in an oil and gas configuration, the H175 can fly to distances of 140 nautical miles, increasing to nearly 200 nautical miles when 12 passengers are carried, with no auxiliary fuel tank required. The helicopter can operate at its full payload in 90 percent of oil and gas operations. Passengers transported in the H175 for crew change missions experience the longest air-conditioned cabin and the most space and window surface per passenger of all helicopters in this class. Lighter than its competitors, the H175 is outfitted with a standard fuel tank that can carry more than 2 tons of fuel. This unmatched capacity is 30 percent more fuel than other aircraft in its class, without the need for an auxiliary fuel tank. The cabin can be reconfigured for almost any

mission, whether short or long-range. In search and rescue operations, the long endurance (6 hours), fast cruising speed (160 kts), long range and large cabin are key success factors. The H175's new Airbus Helicopters’ Helionix avionics suite and integrated 4-axis autopilot, derived from the proven H225, provide the highest levels of safety and mission flexibility. Meeting the latest international standards, Helionix reduces pilot workload through unrivalled situational awareness, improved flight envelope protection and system redundancy. In July, the H215, the latest member of the Super Puma heavy twin helicopter family, had a two-week demo tour in China. The H215 is known for its multi-mission and longrange capabilities, and the demo tour included flights in Zhuhai, Shenzhen and Lijiang, covering more than 2,000 km across China, demonstrating its capabilities for firefighting, power line missions, law enforcement and passenger transportation, as well as its excellent performance in high and hot conditions. The top of the range H225 offers long range and fast cruise speeds, along with flight endurance exceeding five and a half hours. Combining the ability to carry 19 passengers in its airconditioned cabin with its heavy-lift capacity and excellent range, the H225 meets the energy industry’s needs as exploration and production move farther offshore. Helicopters are ideal for corporate and VIP customers because of the unique capabilities of rotary wing aircraft, offering point-to-point transport and enabling luxury travel between assets or even to remote, inaccessible locations. In May 2017, Airbus Helicopters launched Airbus Corporate Helicopters (ACH) to look after these customers. Mirroring the successful sister brand Airbus Corporate Jets, ACH will provide customers an end-to-end exclusive ownership experience ranging from advice in choosing the right aircraft to designing a bespoke style.

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AIRBUS - H225

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Rotorcraft innovation

As with conventional aircraft, Airbus is committed to setting new standards in the helicopter industry, both by improving the existing range to offer safer, greener and more efficient helicopters, and by coming up with ground-breaking ideas in response to the challenges of the 21st century. One of these is Racer, a high-speed helicopter demonstrator currently being developed as part of the Clean Sky 2 research programme. Unveiled in June at the Paris air show, Racer (rapid and cost-effective rotorcraft) builds upon the achievements of the company’s X3 technology demonstrator, bringing it closer to an operational design to meet future requirements for increased speed. Incorporating a host of innovative features, Racer will be optimised for a cruise speed of more than 400 km/h, aiming to achieve the best trade-off between speed, cost-efficiency, sustainability and mission performance by combining fixed wings for energy efficient lift, propellers (lateral rotors) for energy-efficient propulsion and a main rotor that provides energyefficient VTOL (vertical take-off and landing) flight capabilities. The Racer demonstrator will also benefit from a hybrid metallic-composite airframe,

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Incorporating a host of innovative features, Racer will be optimised for a cruise speed of more than 400 km/h, aiming to achieve the best trade-off between speed, cost-efficiency, sustainability and mission performance

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specifically designed for low weight and low recurring costs. The aircraft targets missions requiring the helicopter’s unique hovering and landing capabilities but for which travel time is either of vital importance (emergency medical transport, search and rescue) or contributing highly to mission efficiency (passenger transport in the O&G industry, private and business aviation, etc). Development of the demonstrator relies on a wide European network of almost 40 industrial partners. Final assembly is expected to start in 2019, with a first flight the following year. Airbus Helicopters has developed and tested several innovations via

the Clean Sky Joint Technology Initiative, including reducing noise by optimizing the design and the operation of the main rotors and the anti-torque systems. One result of these efforts is the development of the Blue Edge double-swept blade platform, which has demonstrated significant noise reduction in flight on a demonstrator aircraft. Airbus Helicopters’ newest models, the H145 and the H175, already integrate much of the research results and perform well in terms of sound levels. Airbus Helicopters also has a continuous improvement program called Bluecopter, to ensure its product line remains at the forefront of rotarywing innovation, with a particular focus on developing and validating advanced technologies that enhance environmental performance. One such technology is a further evolution of its Fenestron tail rotor, for which additional performance improvements have been achieved through optimized blade and stator designs. The Bluecopter demonstrator aircraft has also introduced several measures for reducing aircraft aerodynamic drag – including fairings for the main rotor hub and the landing skids, a newly developed aft-body concept and the use of a specially-designed empennage with a T-tail horizontal stabilizer.

AIRBUS THE FUTURE OF FLIGHT

Unmanned aircraft

In February 2016, Airbus Helicopters signed a contract with the Civil Aviation Authority of Singapore to test a drone parcel delivery service on the campus of the National University of Singapore (NUS). Airbus Helicopters is collaborating with Singapore Post (SingPost) as its logistics partner for the innovative Skyways parcel delivery project. The concept involves systems and structures that allow drones to land, dock with secure structures, discharge or take on payloads, and then fly off to other destinations. The Skyways drone is a fully autonomous octocopter that carries containers on its underside and flies an automated route called ‘aerial corridors’ before landing on a designated landing pad where it is automatically unloaded. The customer receives a delivery notification on their smartphone saying their parcel is ready for picking up at the parcel

station. Currently, regulatory constraints don’t allow unpiloted flight over cities. If it can be demonstrated that Skyways and associated infrastructure can safely operate over NUS, it could help evolve the regulatory framework for self-piloted aircraft systems operations in Singapore first, and then in the rest of the world.

The Demonstrator programme

In its development of the future of flight, Airbus wants to bring new products to market much more quickly than has been traditional in the aerospace sector. Central to this is the ‘Demonstrator’ programme, headed by Mark Cousin, which is helping the company to become a transformational force. “We’re looking to set ourselves challenging goals — with two or three year timescales — that drive the development of the technology needed

to make them fly, rather than the other way around,” says Cousin. “If you look at the way NASA was developing technology in the 50s and 60s with X-planes and so on, that was exactly how it was being done. They would say, ‘okay, we’re going to design a plane to go supersonic’. Then you develop the technology or you mature the technology that you need to make that work in a given timescale, rather than waiting for the technology to go supersonic to be ready before you build the vehicle. That’s really the goal of the demonstrators.” The transformation that will change the world, he believes, is the CityAirbus, a four-seat, electric air taxi capable of transporting people over relatively short distances but with low noise levels and at the same price as a private-hire car. Why wouldn’t you take that from central London to Heathrow Airport rather than staying in a traffic jam to get there in a cab?

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Powering the future of flight

As Airbus builds the future of flight, it sees electrification as a major driver. Some of the key technologies in electric propulsion systems, such as electric machines (motors, generators), power electronics (converters, inverters, rectifiers), and battery systems, have seen their energy density, power density and recurring cost improve significantly over the past decade. The fact that electric motors are less costly and less heavy means they are potentially much easier to integrate into an aircraft, whether that is a completely new design or an older design that could now realise its potential. For instance, it is much easier to hinge an electric cable than a rigid fuel pipe — along with the fact that from an electromagnetic point of view an electric motor doesn’t care which orientation it is in — means tiltwing VTOL aircraft start to become more interesting. These aircraft types can have a similar

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In the not too distant future, new generation flying vehicles will have a profound impact on society, and Airbus will be building them

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take-off and landing performance to a helicopter but, because of the improved ratio between lift and drag during cruise, they can have a cruise speed and range equivalent to a fixed wing aircraft. Hybrid propulsion or all electric propulsion aircraft are providing the stimulus to transform how we travel. Airbus imagines a world where electric vehicles can lift off from the ground in a similar way to drones and transport people or goods across towns, cities and borders; where medical emergencies can have equipment and meds routed to them as the crow flies instead of around gridlocked city routes; where aircraft are in communication with each other and can choose the most efficient flight path to a disaster zone to drop vital supplies, medics or equipment. In the not too distant future, new generation flying vehicles will have a profound impact on society, and Airbus will be building them.

proven engineering capabilities TJW has been manufacturing precision metal components for the world’s most demanding markets since 1983. Using cutting edge technology and advanced engineering techniques to provide outstanding services all from locations Dursley, Gloucestershire and Stourbridge, West Midlands. TJW provides a “one-stop shop” for finished components for the aerospace, automotive, oil & gas, nuclear, medical, OEM and metrology industries.

TJW offers: • Flexible production quantities through • CNC Milling & Turning • Wire Erosion • Spark Erosion • CNC Waterjet cutting • Anodising (ABP1 1023 & Nylon Coating ABP1 4045)

*** TSA (AIPS 02 01 003) capability from January 2017 ***

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Meeting the highperformance tubing needs of Airbus Fine Tubes, one of the six companies comprising AMETEK Specialty Metal Products, has been supplying the aerospace industry with high performance tubes for over 50 years. During that time, it has thoroughly established its ability to turn the design concepts of today into the industry standards of tomorrow.

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Supplying Airbus for some 20 years, Fine Tubes has built a strong relationship based on the four key elements of any supply chain competitiveness, capacity, on-time delivery and innovation. In the words of Brian Mercer, Fine Tubes Director of Sales and Marketing: “In recent years, we have made significant investments in new plant and equipment which has enabled us to fully satisfy Airbus on all four counts. Indeed, Airbus recently undertook a rigorous supplier health check and the impressive number of ‘green lights’ we received testified to the fact that we are valued by Airbus as a strong and reliable partner going forward.” If you go back 10 years, Airbus aircraft were designed to operate with hydraulic pressures of about 3000 psi. But with the introduction of newer, longer aircraft – particularly the A350 and the A380 – the requirement today is for tubing that can withstand 5000 psi. Fine Tubes is one of the very few suppliers qualified to produce the high-pressure titanium tubing used in the hydraulic systems of the A380. For the A350, we supply tubing used for the hydraulic control systems, including the products for actuation systems. Fine Tubes also provides tubing for the landing gear. Continuing the drive to save weight, Fine Tubes has exceeded the challenge of carbon fibre products and engineered seamless Titanium Grade 5 (Ti6Al/4V) within crucial elements of actuation systems. “This is a great example of the high levels of innovation we are capable of,” notes Brian Mercer. “Everything we produce is manufactured at our facility in Plymouth, UK and, as a result of the investments we have been making, our manufacturing and testing processes – including key Non-Destructive Testing processes and heat treatment – are truly state-of-the-art”, Mercer adds. “We currently have a five-year contract with Airbus but the continuous expansion of the scope of projects is further evidence that Airbus feels comfortable working with Fine Tubes and has real confidence in our ability to meet their future ongoing needs.”

“Everything we produce is manufactured at our facility in Plymouth, UK and, as a result of the investments we have been making, our manufacturing and testing processes – including key Non-Destructive Testing processes and heat treatment – are truly state-of-the-art”

Fine Tubes continues to embrace its key strategy as a globally competitive manufacturer and innovator of seamless

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AMETEK Speciality metal products Meeting the high-performance tubing needs of Airbus

aerospace titanium tubes based in Europe. Becoming part of AMETEK Specialty Metal Products has helped to develop that plan and accelerated investment. From both a cost and a capacity point of view, Fine Tubes is in a very strong position to support the competitive landscape both within Airbus and across the aerospace industry. AMETEK Specialty Metal Products comprises six businesses – the UK-based Fine Tubes and the US-based Superior Tube, Reading Alloys, Hamilton Precision Metals, AMETEK Wallingford and AMETEK Eighty Four.

To find out more about AMETEK Specialty Metals Products, visit its website here: http://www.ametekmetals.com

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lockheed martin redesigning flight Aviation Manufacturer Magazine www.aviationmanufacturer.com

Lockheed Martin is a global security and aerospace company engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, including missiles, rockets, space vehicles and communications systems. It is the suite of military aircraft, however, that captures the imagination, and none more so than the latest jet, the ultimate fighter, the F-35. Aviation Manufacturer Magazine www.aviationmanufacturer.com 83

ockheed Corporation and Martin Marietta, two distinguished aerospace companies with origins in California over 100 years ago, combined in March 1995 in “a merger of equals” to form Lockheed Martin. Now headquartered in Bethesda, Maryland, the company has become one of the world’s major aerospace, defense, security and advanced technologies companies. Its list of legendary products includes the C-130 Hercules and F-16 Fighting Falcon (Lockheed) and the Space Shuttle External Tank and Viking 1 and 2 Mars landing craft (Martin Marietta).

The majority of Lockheed Martin’s business is with the US Department of Defense and US federal government agencies. Sikorsky (a Lockheed Martin company) provides military and rotarywing aircraft to all five branches of the US armed forces along with military services and commercial operation in 40 countries. The remaining portion of Lockheed Martin’s business comprises international government and commercial sales of products, services and platforms. Lockheed Martin’s operating units are organized into four broad business areas, aeronautics, missiles and fire control, rotary and mission systems, and space. Lockheed Martin Aeronautics, home of the world renowned Skunk Works, has been designing, building and sustaining the finest military aircraft in the world for more than 100 years. The business unit is headquartered in Fort Worth, Texas, with additional production and operations facilities in Clarksburg, West Virginia; Greenville, South Carolina, Johnstown, Pennsylvania; Marietta, Georgia;

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Meridian, Mississippi; Palmdale, California; and Pinellas Park, Florida. Lockheed Martin Missiles and Fire Control (MFC) is a recognized designer, developer and manufacturer of precision engagement systems for the US and allied militaries, including missiles, rockets, manned and unmanned systems. Lockheed Martin Rotary and Mission Systems provides surface, air and undersea applications for US military as well as intelligence, civil, commercial and international military customers. Its portfolio features more than 1,000 programs, including helicopters, integrated air and missile defense, undersea warfare, radar, electronic warfare, cyber solutions and training and logistics systems. Lockheed Martin Space Systems is developing advanced capabilities to usher in a new era of exploration, traveling deeper into space than ever before, where greater discoveries await and where future generations will be inspired. Lockheed Martin is developing a variety of spacecraft that

lockheed martin redesigning flight will explore planets and asteroids in our solar system. These capabilities will help scientists and researchers gain new insights about the solar system, universe, Earth and life origins.

Aircraft legacy

Lockheed Martin’s aircraft leadership is earned through relentless research and development of high-performance combat, air mobility and reconnaissance and surveillance aircraft, the continuous search for innovative, low-cost design and manufacturing strategies and the provision of world-class training, focused logistics support and advanced targeting and navigation technologies. Lockheed Martin puts everything together to create an integrated system of systems where the value of the whole is greater than sum of its parts. The F-35 brings advanced technology to every stage of the aircraft life cycle. From production techniques to testing methodologies and from pilot and maintainer training to sustaining the global fleet, the Lightning II is the culmination of decades of experience in fighter technology. We’ll talk in detail about all that in due course, but let’s first give it some

perspective by looking at a few of the achievements and landmarks of the first 100 years. Conceived in 1943, the Skunk Works division—a name inspired by the comic strip Li’L Abner—was formed by Lockheed’s chief engineer, Clarence ‘Kelly’ Johnson, to build America’s first jet fighter to combat German jets in Europe. Creating a blueprint for future Skunk Works projects, the mission was secretive and the deadline was remarkably tight. Johnson promised a prototype in 150 days, but his engineers turned it out in 143 days, creating the P-80 Shooting Star, a sleek, lightningfast fighter that went on to win history’s first jet-versus-jet dogfight over Korea in 1950. Just four years later, amidst growing fears over a potential Soviet missile attack on the United States, Skunk Works engineers created the U-2, the world’s first dedicated spy plane. It cruised at 70,000 feet, snapping aerial photographs of Soviet installations. This vital reconnaissance, unobtainable by other means, averted a war in Europe and a nuclear crisis in Cuba. But high altitude was not enough. By 1960, Soviet radar and surface-to-

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“During Operation Desert Storm, more missions were flown by F-16s than any other aircraft”

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air missile technology had caught up with the U-2. President Eisenhower needed something quicker, stronger, and more elusive. Using sheets of titanium coated with heat-dissipating black paint, engineers created the SR-71 Blackbird. On 3 July 1963, the plane reached a sustained speed of Mach 3 at an astounding 78,000 feet, and remains the world’s fastest and highest-flying manned aircraft. Though lightning-fast, the Blackbird was not invisible. By 1973, Pentagon officials were calling for the creation of an attack aircraft that could fly undetected past enemy radar. Building on obscure research that showed radar beams could be diverted by angled triangular panels, the Skunk Works team designed the F-117 Nighthawk. Unusual looking and aerodynamically challenged, the Nighthawk wasn’t pretty, but it did what no aircraft had done before. Slipping past Iraqi radar on the morning of 17 January 1991, Lockheed’s Nighthawk bombed thirty-seven critical targets across Baghdad, a surgical strike that led, in just forty-three days, to the

successful conclusion of Operation Desert Storm. Another veteran of Desert Storm is the F-16 Fighting Falcon, originally conceived in the early 1970s as an alternative to fighter aircraft that had grown increasingly heavy and hard to manoeuvre. A team at the aerospace division of General Dynamics in Fort Worth, Texas (which Lockheed would acquire in 1993) set out to trade excess weight and heavy payloads for speed and manoeuvrability, to develop a simple, inexpensive fighter that would fly so fast and turn so quickly that adversaries would be unable to strike it with either missiles or machine gun fire. Beginning in 1975, the F-16 design team translated those ideas into the most advanced combat aircraft of its day, leaning on new technologies that had never before been integrated into a single aircraft. During Operation Desert Storm, more missions were flown by F-16s than any other aircraft. Since its first production order in 1975, more than 4,500 F-16s have been produced for 26 countries.

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Although scheduled to remain in service with US forces until at least 2025, when the F-35 will shoulder much of the Falcon’s workload, Lockheed Martin continues to produce new versions of the F-16 with a backlog of international orders from Morocco, Turkey and Iraq. While jet fighters might be the stallions of the military aircraft fleet, spare a thought for the workhorse—in this case, the C-130 Hercules. In 1951, the US Air Force needed an aircraft capable of hauling large bulky equipment, including artillery pieces and tanks, over long distances. It had to land in tight spaces, slow to 125 knots for paratroop drops, and fly, if need be, with one engine. What the Air Force wanted, in other words, was a tough, versatile heavy-lifter with plenty of ‘trunk’ space. Later officially nicknamed Hercules, the prototype had a cargo deck that was capable of carrying an astonishing 300 pounds per square foot, lifted into the air after a ground roll of a mere 855 feet, an astoundingly short distance considering most aircraft of that size required 5,000 feet. After 60 years, over

lockheed martin redesigning flight 70 variants and more than 2,400 aircraft, the Hercules has more than proven its worth. Today there is literally a Hercules airborne somewhere in the world every minute of every day.

F-35 Lightning II

“The first production F-35A rolled out of the assembly in Fort Worth, Texas, in February 2006. Later that year, the F-35 Joint Strike Fighter was renamed the Lightning II, in homage to two earlier fighters”

The F-35 Lightning II is a 5th Generation fighter, combining advanced stealth with fighter speed and agility, fully fused sensor information, networkenabled operations and advanced sustainment. Three variants of the F-35 will replace legacy fighters for the US Air Force, the US Navy, the US Marine Corps, along with ten other countries around the world. In 1997, Lockheed Martin was selected as one of two companies to participate in the Joint Strike Fighter concept demonstration phase. In October 2001, the Lockheed Martin X-35 was chosen as the winner of the competition and teamed with Northrop Grumman and BAE Systems to begin production. The first production F-35A rolled out of the assembly in Fort Worth, Texas, in February 2006. Later that year, the F-35 Joint Strike Fighter was renamed the Lightning II, in homage to two earlier fighters. The F-35 completed its first flight in December 2006, and over the next few years, three variants rolled off the production line and began collecting test points. The first production F-35 conducted its first flight in February 2011 with deliveries of the aircraft beginning that very same year. The F-35A is the conventional takeoff and landing (CTOL) variant, built for traditional air force bases. Virtually undetectable, the F-35A is an agile, versatile, high-performance 9g multirole fighter that provides unmatched capability and unprecedented situational awareness. The US Air Force declared the F-35A ready for combat in 2016, and F-35A aircraft have now been delivered to five US Air Force Bases where they are being flown for system development and demonstration test, operational test and training missions. The F-35B short take-off/vertical landing (STOVL) variant is the world’s first supersonic STOVL stealth aircraft. It is designed to operate from austere bases and a range of air-capable ships near front-line combat zones. It can also

take off and land conventionally from longer runways on major bases. The US Marine Corps’ F-35B aircraft reached initial operational capability on 31 July 2015, when a squadron of 10 F-35Bs was declared ready for world-wide deployment. The F-35B STOVL operation is made possible through the RollsRoyce patented shaft-driven LiftFan® propulsion system and an engine that can swivel 90 degrees when in short take-off/vertical landing mode. Because of the LiftFan, the STOVL variant has a smaller internal weapon bay and less internal fuel capacity than the F-35A. The F-35C carrier variant (CV) is the world’s only 5th Generation, long-range stealth strike fighter designed and built explicitly for carrier operations. The US Navy is the largest customer for F-35Cs, with the US Marine Corps also planning to acquire the C variant in addition to the F-35B. The F-35C combines the unique capability of operating from a carrier deck with the unmatched 5th Generation capabilities of stealth, fused sensors and reliability, making the F-35C the Navy’s future first-day-of-thewar strike fighter. The F-35C variant has larger wings and more robust landing gear than the other variants, making it suitable for catapult launches and fly-in arrestments aboard naval aircraft carriers. Its wingtips also fold to allow for more room on the carrier’s deck while deployed. The F-35C also has the greatest internal fuel capacity of the three F-35 variants, carrying nearly 20,000 pounds of internal fuel for longer range and better persistence than any other fighter in a combat configuration. And, like the F-35B, the F-35C uses probe and drogue refuelling. This allows the Navy to operate its carriers a safe distance from the threat while its fighters reach remote targets.

Lightning production

More than 300,000 individual parts come together to produce the F-35 Lightning II at Lockheed Martin’s mile+-long factory in Fort Worth, Texas. In addition, final assembly and checkout is also performed at facilities in Cameri, Italy and Nagoya, Japan. The F-35 program brings together the

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“The F-35C carrier variant (CV) is the world’s only 5th Generation, long-range stealth strike fighter designed and built explicitly for carrier operations”

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Picture courtesy of Paul Howe Photography

world’s most experienced aerospace industry leaders, including Lockheed Martin, Northrop Grumman, BAE Systems and Pratt & Whitney. The global team also includes more than 1,400 suppliers from domestic and international companies around the world. This landmark project combines team expertise with sophisticated manufacturing, engineering and technological capabilities. In May 2017, Lockheed Martin’s Aeronautics business designated 27 small and large businesses as top-performing suppliers for 2016, representing the top two per cent of its supply base. “This award recognizes suppliers holding a 98 percent ontime delivery rating with a 98 percent quality rating. Their role with us makes an impact far beyond performance – it ensures the ability to offer safety and security to customers across the globe,” said Janet Duffey, vice president,

Aeronautics Supply Chain Management. “As a leader in engineering, production and sustainment of aircraft, operational excellence and supplier performance are key tenants of our business model.” The F-35 production strategy is based on flow-to-takt manufacturing implementation. Flow-to-takt is the movement of component assemblies, like wings and forward fuselages, from one build station to the next at a rate equal to the delivery rate. This production rhythm increases efficiencies, lowers costs and reduces span times while synchronizing the delivery of parts, timing of tasks and positioning of personnel to achieve standard work in each line position. The F-35 production strategy is already paying tremendous dividends. Production learning curves are beating legacy aircraft like the F-16. Costs have come down 62 per cent since the procurement of the first production

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aircraft, and the time it takes to build the F-35 has been reduced by nearly half. As the F-35 prepares to enter full rate production, these key manufacturing indicators are projected to continue to improve. Underpinning the F-35’s unrivalled capabilities is more than 8 million lines of software code – more than four times the amount of the world’s first 5th generation fighter, the F-22 Raptor. Currently, more than 400 F-35 pilots and 4,000 maintainers have qualified through the F-35 Training System, and eight partner nations have pilots and/ or maintainers in training. Simulation plays a prominent role in the F-35 training process, more so than legacy platforms. Because of the advanced capabilities of the F-35, it is not possible to adequately challenge pilots in the live environment alone. With simulation, the F-35 team is redefining how pilots train to provide the range of experience

lockheed martin redesigning flight required to maximize the jet’s 5th Generation capabilities. Three training centres across the United States host the latest courseware, electronic classrooms, simulators, flight events and event-based maintenance training. To support mission rehearsal and tactics development, F-35 training technologies are also located at operational locations.

F-35 in Europe

“The first F-35B to be assembled outside the United States rolled out of the Final Assembly and Check Out (FACO) facility in the Cameri Production Facility in Italy in early May 2017”

The first F-35B to be assembled outside the United States rolled out of the Final Assembly and Check Out (FACO) facility in the Cameri Production Facility in Italy in early May 2017. The rollout of this short take-off/vertical landing version of the F-35 demonstrates Lockheed Martin’s commitment to international partnerships. The Italian FACO is owned by the Italian Ministry of Defense and is operated by Leonardo in conjunction with Lockheed Martin with a current workforce of more than 800 skilled personnel engaged in full assembly of the F-35A and F-35B aircraft variants and F-35A wing production. At the time of writing, seven F-35As have been delivered from the Cameri FACO, four of which are now based at Luke Air Force Base, Arizona, for international pilot training and three are at Amendola Air Base, near Foggio on the Adriatic coast. The Aeronautica Militare (Italian Air Force) has already flown more than 100 flight hours in its Amendola-based F-35As. The next Italian F-35B aircraft is scheduled for delivery in November 2018. The Cameri FACO has the only F-35B production capability outside the United States and is programmed to produce a total of 30 Italian F-35Bs and 60 Italian F-35As, along with 29 F-35As for the Royal Netherlands Air Force, and retains the capacity to deliver to other European partners in the future. The Italian FACO is also producing 835 F-35A full wing sets to support all customers in the program. The FACO was selected by the US Department of Defense in 2014 as the F-35 Lightning II heavy airframe maintenance, repair, overhaul and upgrade facility for the European region. Air Force officials announced on 6 May 2017 that the F-35A Lightning

II aircraft will participate in the Paris Air Show this June. In April, eight F-35A Lightning II fighters and several hundred airmen deployed to Europe demonstrating the aircraft’s readiness to conduct operations with America’s European partners. The first major overseas training deployment for the aircraft is providing an opportunity for the combat-ready aircraft to integrate alongside allies in a realistic training environment. Participation in the Paris Air Show will further demonstrate the ability of the Air Force to deliver a broad range of combat airpower.

Portfolio highlights C-130J Super Hercules

The C-130J Super Hercules is the world’s most advanced tactical airlifter, offering superior performance and new capabilities, with the range and flexibility for every theatre of operations and evolving requirements. This rugged aircraft is regularly sent on missions in the harshest environments, and is often the first aircraft to touch down, usually on austere landing strips before any other transport to provide humanitarian relief after natural disasters. Designed and developed with mission flexibility in mind, the C-130J has a unique mix of agility and performance to complete any mission, anytime, anywhere. The C-130J airframe has proven it’s reliable, efficient and highly operational in harsh environments and combat theatres like Iraq and Afghanistan. Among its missions, the C-130J also counts capabilities as diverse as special ops, aerial refuelling, close air support, search and rescue and personal recovery. The focus on flexibility and multi-role, multi-mission capabilities can be traced back to the original C-130A, which was designed in response to a need for US forces to tactically resupply troops on the front lines. The latest C-130J Super Hercules is the airplane of choice for the Air Force Reserve Command’s weather reconnaissance squadron, known as the Hurricane Hunters. They fly their WC-130Js straight into the eye of hurricanes, travelling from the outskirts of the storm to its centre and then out again, making repeated trips to measure

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“The latest C-130J Super Hercules is the airplane of choice for the Air Force Reserve Command’s weather reconnaissance squadron, known as the Hurricane Hunters” Picture courtesy of Paul Howe Photography

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wind speed and barometric pressure. The results offer critical predictive data about the severity and direction of tropical storms, increasing the accuracy of the National Hurricane Center’s forecasts by 30 per cent.

LM-100J Commercial Freighter Lockheed Martin unveiled the latest member of the C-130J Super Hercules family, the LM-100J commercial freighter, in February 2017. The original L-100, the commercial variant of the C-130 Hercules, was produced from 1964 through 1992 at the then Lockheed-Georgia Company facility in Marietta, Georgia. More than fifty of those airlifters are still in service worldwide. Like its multi-tasking military counterpart, the LM-100J will support a variety of tasks, including delivering oversize cargo such as oil and natural gas drilling equipment to short and often unimproved airfields that have no infrastructure other than maybe a forklift and a flatbed truck. In addition, L-100s, recognizable by the absence of

the two lower windows underneath the aircraft’s windscreen, are also used for humanitarian aid, airdrop, aerial spray, VIP transport, aerial firefighting, and other, similar operations. While the L-100 is highly regarded for operations at the edges of the commercial air cargo spectrum, the existing fleet now has some operational challenges including CNS/ ATM compliance (communications, navigation, surveillance/air traffic management). Furthermore, the Allison (now Rolls-Royce) T56 engines powering the L-100 fleet do not meet the FAA’s Stage IV noise requirements for civilian transports, nor do these engines meet today’s more stringent emission standards. To respond to these challenges, Lockheed Martin submitted a Program Notification Letter to the Federal Aviation Administration on 21 January 2014 for a type design update for the Model L-382J transport, a civil-certified variant of the C-130J Super Hercules. This commercial variant will be marketed as the LM-100J.

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Time and payload equal money to air freight operations. Anything that puts more cargo in an aircraft and gets that payload it to its destination faster means more money in an operator’s pocket. All of the features of the LM-100J result in a civil-certified transport that will carry one-third more payload, with twenty per cent or more greater range, and at ten per cent faster speeds than the L-100.

C-5 Galaxy

As the Air Force’s largest and only strategic airlifter, the C-5 Galaxy can carry more cargo over longer distances than any other aircraft. With a payload of six Mine Resistant Ambush Protected vehicles (MRAPs) or up to five helicopters, the C-5 can haul twice as much cargo as any other airlifter. As part of Lockheed Martin’s sustainment offerings, C-5 modernization provides greatly improved reliability, efficiency, maintainability and availability, while ensuring this critical national strategic airlift resource continues serving the warfighter well into the 21st century.

lockheed martin redesigning flight

“Over the last 10 years, the U-2S has undergone a complete technology rebuild, further improving its performance and mission capability”

The C-5M Super Galaxy is the result of a two-phase modernization effort: the Avionics Modernization Program (AMP) and the Reliability Enhancement and Re-engining Program (RERP). AMP adds a new, modern cockpit with a digital, all-weather flight control system and autopilot; a new communications suite; flat-panel displays; and enhanced navigation and safety equipment. AMP is the digital backbone to support RERP. Now with more powerful GE commercial engines and 70 major enhancements, the C-5M Super Galaxy can deliver the globe in one flight, without refuelling. The C-5M is an airlift revolution. With more capability, reliability and affordability than its predecessors, the world record-setting C-5M is rewriting the strategic airlift playbook. With improved reliability

and unmatched range and payload capability, the C-5M provides the US with the ability to respond to a crisis anywhere in the world with the largest payload of vital supplies on a moment’s notice. The newly modernized C-5M Super Galaxy will be the global leader in strategic airlift for decades to come.

U-2 Dragon Lady

No other high-altitude ISR asset operating today – or in development – can accomplish the daily peacetime strategic reconnaissance operations of the U-2S, or compete with its future capabilities. U-2S flies more than 10,000 feet higher, 100 mph faster, and has larger bandwidth links than any other high-altitude ISR platform. Flying 24/7 around the world at record-high operational rates, U-2S collects critical targets no other platform can.

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EnginE

WiTH HigH PErfOrmAnCE TUBES Instrumentation

Waspaloy tubing for F-15/F-16 afterburners

Fuel, air and hydraulic lines

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While early models of the U-2 began service in the mid-1950s, production of today’s U-2S fleet was completed in the late 1980s, and is capable of delivering unparalleled performance beyond 2050 as the next generation of an American icon. Today’s generation U-2S operates with a 30 per cent larger airframe and a new GE F118 engine. It has been completely upgraded with a glass cockpit, fiber optic communication capabilities, and state-of-the-art avionics and sensor systems. Over the last 10 years, the U-2S has undergone a complete technology rebuild, further improving its performance and mission capability. The U-2S is reliable, responsive and survivable, delivering an average 97 per cent mission success rate; open architecture and modular payload capabilities, enabling new or unique sensors without customizing the aircraft or removing it from the fleet; and, the ability for field commanders to readily tailor sensors to the mission.

Sikorsky helicopters

The Sikorsky Aircraft Corporation, based in Stratford, Connecticut, was established by Igor Sikorsky (an immigrant from Kiev) in 1925 and

was among the first companies to manufacture helicopters for civilian and military use. Previously owned by United Technologies Corporation, Sikorsky was acquired by Lockheed Martin in November 2015. Helicopters sold for commercial use carry the prefix ‘S’, while military versions are designated by letters relating to their use (CH for cargo helicopter, for instance). One of the latest models to be developed is the CH-53K King Stallion, which builds on Sikorsky’s 50 years of success with its CH-53A, CH-53D/G, and CH-53E predecessors. Built to thrive on the modern battlefield, including shipboard operations, the CH-53K aircraft is designed to be intelligent, reliable, low maintenance and survivable in the most austere and remote forward operating bases. The CH-53K helicopter will serve as a critical land and sea based logistics connector. The new heavy lifter will allow the US Marine Corps and international militaries to move troops and equipment from ship to shore, and to higher altitude terrain, more quickly and effectively than ever before. Operational and deployed today with the US Navy as the primary antisubmarine warfare anti-surface weapon

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system for open ocean and littoral zones, the MH-60R SEAHAWK helicopter is the world’s most advanced maritime helicopter. It is the most capable naval helicopter available today designed to operate from frigates, destroyers, cruisers and aircraft carriers. The UH-60 BLACK HAWK multirole helicopter serves with the US military and the armed forces of 26 other countries worldwide as a tough, reliable utility helicopter. During the last 35 years, this remarkable aircraft has fought its way in and out of countless combat zones to deliver and extract troops, save lives as a MEDEVAC or casualty evacuation platform, provide critical supplies to troops, deliver emergency supplies during natural disasters, and perform as an aerial firefighter and border patroller. Now the modern variant of this utility aircraft is taking on a new mission set — as an armed helicopter to provide fire suppression when supporting ground troops, as well as armed escort. With digital avionics, powerful GE engines, high strength airframe structures and composite wide chord rotor blades, today’s BLACK HAWK platform has better survivability and situational awareness, and can fly higher and carry

lockheed martin redesigning flight

“The S-92 helicopter has become the industry standard for offshore transportation, search and rescue and VIP/head of state transport. In May 2014, the Sikorsky S-92 won the US Navy contract to replace the Marine One Helicopter Fleet serving the President of the United States”

more than its predecessors ever did. The same aircraft sold commercially by Sikorsky acquires the S-70 designation. Introduced in 1977, the S-76 series has had a long legacy of supporting customers with reliability and comfort. Originally built for the rigorous demands of offshore oil & gas transportation, its capabilities fit naturally into other market segments, such as executive transport, SAR, airline and helicopter emergency medical/air ambulance services. Since its introduction in the 1990s, the S-92 helicopter has become the industry standard for offshore transportation, search and rescue and VIP/head of state transport. In May 2014, the Sikorsky S-92 won the US Navy contract to replace the Marine One Helicopter Fleet serving the President of the United States. The S-92 accommodates 19 passengers with comparable seating space to a fixed-wing commercial airliner, making vertical transport practical in highly congested or limited access areas.

we took action to ensure Lockheed Martin is well positioned for the future, by identifying emerging opportunities and adapting to new challenges we see developing around the world,” said Marillyn A. Hewson, chairman, president and chief executive officer, in her preface to the Annual Report. “One of the most important ways we did this was by reshaping our portfolio. Most notably, we integrated our Sikorsky acquisition and realigned Mission Systems and Training into a new business area named Rotary and Mission Systems (RMS). RMS now has unrivalled integrated capabilities.” Throughout its history, Lockheed Martin has set the standard for innovation and advancement. In 2016, the company continued to develop new technologies and expand its capabilities, while meeting aggressive production goals. “We look forward to building on these achievements as we do our part to continue to engineer a better tomorrow,” concluded Hewson.

2016 was an outstanding year for Lockheed Martin, with strong financial results in all four quarters. “In 2016,

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“Eurofighter take-off ” courtesy of Paul Howe Photography

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leonardo one company

Leonardo is the culmination of a deep process of renewal that has turned the Finmeccanica Group from a financial holding company to a single, integrated industrial entity, to ensure better governance of industrial processes and stronger relationships with customers and suppliers Aviation Manufacturer Magazine www.aviationmanufacturer.com 103

hile Christopher Columbus was sailing West to discover the New World, Leonardo da Vinci was dreaming of flying machines. Although the first helicopter flight did not occur until the early 20th century, it is believed that Leonardo da Vinci’s sketches from the late 15th century were predecessors of the modern day machine. Handicapped by the lack of an internal combustion engine (amongst other things), Leonardo could never build or test his design – but his notes and drawings mapped out how he expected the device to operate, a legacy that still inspires anyone who shares his passion for flight. Aviation Manufacturer Magazine www.aviationmanufacturer.com

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leonardo one company

“The Italian multinational aerospace, defence and security company we used to know as Finmeccanica, has chosen Leonardo as its new brand identity – picking up his legacy as a universal symbol of innovation, research and creativity”

How fitting it is, then, that the Italian multinational aerospace, defence and security company we used to know as Finmeccanica, should choose Leonardo as its new brand identity – picking up his legacy as a universal symbol of innovation, research and creativity. Finmeccanica is itself a contraction of Società Finanziaria Meccanica, the organisation established in 1948 by the Italian Institute for Industrial Reconstruction to restructure and reorganise Italy’s manufacturing industry after the war. Many of the country’s best known industrial companies blossomed under the umbrella of the Finmeccanica holding company, and in some cases their individual histories go back much earlier than this. Ansaldo, the ancestor of a family of companies in the railway and thermalelectro-mechanical sector, started in Genoa way back in 1853, whereas Officine Galileo, the original nucleus of Leonardo’s current Airborne & Space Systems Division, started in Florence in 1864. OTO Melara, which merged into the Defence Systems Division, was founded in La Spezia in 1905, and San Giorgio, itself an ancestor of the Security & Information Systems Division, started in Genoa in 1906. In 2013, Alenia Aermacchi, nucleus of the current Aircraft & Aerostructures Divisions, celebrated one hundred years in business; its forerunner, NieuportMacchi, was founded in Varese in 1913. The ancestor of WASS, Torpedo Fabrik von Robert Whitehead, whose

activities also merged into Leonardo’s Defence Systems Division, began the manufacture of torpedoes in Fiume in 1875. The UK’s Plessey Company and Wireless Telegraph & Signal Company, the latter founded by the great Italian scientist Guglielmo Marconi, started out, respectively, in 1917 and 1897; both are at the origin of a number of industry trends which, through different routes, have now converged into Leonardo’s Airborne and Space Systems, Security & Information Systems and Land & Naval Defence Electronics Divisions. Finally, although it was not involved in helicopter manufacture until the 1950s, Agusta was founded in northern Italy by Count Giovanni Agusta in 1923. As the scope of its activities diversified, however, the name that had identified the Group for over 60 years was no longer adequate to represent its new image. Finmeccanica was no longer a financial (FIN) but an operating company, focused on high-tech products and services that no longer reflected the original mission (MECCANICA). Leonardo is the culmination of a deep process of renewal, carried out in the last two years, that has turned the Group from a financial holding company to a single, integrated industrial entity, to ensure better governance of industrial processes and stronger relationships with customers and suppliers. 1 January 2016 marked the beginning of this new chapter in the company’s history. After being a holding company of independent businesses, Finmeccanica transformed into a

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single entity, absorbing its subsidiaries (AgustaWestland, Alenia Aermacchi, Selex ES, OTO Melara, WASS) to become an integrated operating company with seven divisions corresponding to its business segments. In April 2016 the company adopted the transitional name of LeonardoFinmeccanica but changed its name to Leonardo S.p.A. on 1 January 2017. After making some divestments in the transport sector, this one company is now firmly focused on the aerospace, defence and security sectors. Leonardo is organised into seven divisions (Helicopters, Aircraft, Aerostructures, Airborne & Space Systems, Land & Naval Defence Electronics, Defence Systems, Security & Information Systems) and is also part of a network of joint ventures and product partnerships, including such programmes as Eurofighter (with BAE Systems and Airbus Group) to build the supersonic multi-role Typhoon and ATR (with Airbus Group) to build the family of turboprop regional aircraft of the same name.

“Società Finanziaria Meccanica was established in 1948 by the Italian Institute for Industrial Reconstruction to restructure and reorganise Italy’s manufacturing industry after the war”

HELICOPTERS

In the helicopter market, Leonardo is active from development to production, pilot training and after sales support,

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producing a range of helicopters for the commercial and defence markets, including all the main weight categories, from 1.8-tonne single-engined to 16-tonne three-engined helicopters. Finmeccanica and GKN set up AgustaWestland in1999, a 50-50 joint venture combining the Italian helicopter business with the UK’s Westland Helicopters, which started military aircraft production at its historic Yeovil plant in 1915. Finmeccanica subsequently acquired GKN’s stake in 2004, and in 2009 it acquired a majority interest in PZL – Swidnik, a Polish

leonardo one company company that manufactures helicopters and aerostructures. The Helicopter Division has facilities in Italy, the United Kingdom, Poland and the United States, organised around ‘centres of excellence’ that support the final assembly lines, which are located in Vergiate and Tessera (Italy), Yeovil (UK), Świdnik (Poland) and Philadelphia (United States). The AW139, AW169 and AW189 models are part of a family of new generation helicopters, all featuring the same design philosophy and the same certification and safety standards. The family’s models also share many component parts and the same approach to maintenance and training. This translates into significant advantages in terms of operational efficiency and a reduction in through life costs for the users. The AW139 is the market-leading intermediate twin-engine helicopter - the benchmark for safety design features, performance capabilities and productivity in challenging multi-role operations all over the world. The aircraft features leading edge technology, including a Honeywell Primus Epic fully integrated avionics system. Passengers and mission operators benefit from the

“The Helicopter Division has facilities in Italy, the United Kingdom, Poland and the United States, organised around ‘centres of excellence’ that support the final assembly lines”

largest, most comfortable cabin in the intermediate twin-engine class. The AW169 is the latest-generation 4.6 tonne twin-turbine helicopter. The aircraft exceeds the most demanding market and regulatory requirements, including the most recent FAA and EASA Part 29 standards for performance and safety. The AW189 is the latest-generation, high performance 8.3 / 8.6 tonne twin-engine helicopter, designed to answer the growing market demand for a versatile, affordable, multirole platform. New products being developed include the AW609 Tiltrotor, which combines the benefits of a helicopter and a fixed-wing aircraft into one. Taking off and landing vertically, flying above adverse weather conditions with up to nine people in comfort in a pressurised cabin at twice the speed and range typical of helicopters, the AW609 TiltRotor represents the next generation of aircraft transport for civil, government and para-public roles. This multi-role aircraft can be configured for passenger transport, search and rescue, law enforcement, maritime surveillance, training and other government applications. An extensive network of international

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leonardo one company collaborations developed over the years has also helped to expand the company’s range of products. The main international partners in the helicopter sector are: • Boeing (USA) for licensed production of the Apache AH Mk.1, as well as the integration and final assembly of the ICH-47F for the Italian Army. The Apache AH Mk.1 is developed from the US AH-64D Apache, built under licence by the Helicopter Division for the British Army. • Airbus Helicopters (France/ Germany) and Fokker (The Netherlands) for the NH90 programme, an 11 tonne military helicopter for naval and land use • TAI (Turkey) for the T129 combat helicopter for the Turkish Land Forces Command. TAI and the Polish company PZL-Świdnik also make helicopter airframes for different models • Russian Helicopters (Russia) for the final assembly line of AW139 and AW189 civil helicopters in Russia through the HeliVert joint venture • AVIC II (China) for the assembly, marketing and support of the AW109 Power for the Chinese commercial market through the Jangxi Change Agusta Helicopter (CAH) joint venture • Kawasaki Heavy Industries ((Japan) for assembly of the AW101 in Japan.

“The Aircraft Division designs, develops and produces a range of aircraft that cover the entire pilot training syllabus, from initial screening with the SF-260 to basic training on the new M-345 HET and into the basic-advanced phase with the M-346”

The Helicopter Division also delivers integrated operational support (IOS) for the United Kingdom’s Ministry of Defence Sea King, AW101 Merlin, Apache AH.1 and AW159 Wildcat fleets, as well as the Italian Army’s NH90s. A worldwide network of service centres linked with logistics centres and storage sites for components and spare parts has locations in Europe, the United States, Brazil, the Middle East and Asia. The Division also offers a wide range of training courses for aircrew and maintenance personnel. Advanced level D flight simulators are used and courses delivered through the ‘A Marchetti’ Training Academy in Sesto Calende (Italy), the training centre in Yeovil (UK) and those in Philadelphia and Morristown (United States) and Kuala Lumpur (Malaysia).

The Division is also engaged in research and development for unmanned rotorcraft RUAV (rotary wing unmanned air vehicles), capable of meeting the operational needs of the future. In addition to its own research and development activities, the Division is actively involved in many collaborative research programmes with major European aerospace companies, high-tech SMEs and with prestigious academic institutions. Furthermore, under the European ‘Clean Sky’ initiative, the Division is co-leader of the ‘Green Rotorcraft Integrated Technology Demonstrator’ project, aimed at the reduction of external noise, a more environmentally friendly and efficient energy and propulsion system, and the development of flight paths with low environmental impact.

AIRCRAFT

As a world leader in the training sector, the Aircraft Division designs, develops and produces a range of aircraft that cover the entire pilot training syllabus, from initial screening with the SF-260 to basic training on the new M-345 HET and into the basic-advanced phase with the M-346. This unique range allows the training syllabus to be tailored to the requirements of pilots assigned to flying with any Air Force. The SF-260 is the most successful military primary trainer available on the market today, with over 900 aircraft delivered to 27 different military operators, as well as private pilots, commercial flying schools and aerobatic teams. The SF-260 has flown over two million hours in every possible scenario, a record unmatched in its category. Performance and handling make the SF-260 an effective screener capable of selecting student pilots in the first training phase. This minimises costs and helps select the best suited students. As training progresses, the SF-260 allows students to achieve the proficiency required for a smooth transition to basic and advanced phases. The Aermacchi M-345 High Efficiency Trainer (HET) is the latest military pilot trainer aircraft developed by Leonardo’s Aircraft Division. Aimed at the basicadvanced phases of the training syllabus, it offers low acquisition and operating

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“The Aircraft Division has been a major manufacturer of nacelles for Airbus and Boeing airliners for many years, as well as for Embraer, the Sukhoi Superjet 100, the ARJ regional aircraft and the Dassault Falcon business jets”

costs. As a replacement for the current Italian Air Force MB.339A fleet, it will also re-equip its famous ‘Frecce Tricolori’ aerobatic team. The Aermacchi M-346 is the most advanced trainer aircraft available and the only one specifically designed to prepare pilots for high performance new generation aircraft. The M-346 entered service in 2013 with both the Italian Air Force and Republic of Singapore Air Force. It has also been in service in Israel since 2014. Poland, which signed a contract for 8 aircraft in February 2014, will receive its first aircraft this year. The modern concept of training is not limited to aircraft, but extends to a complete range of ground-based training and learning systems, designed in parallel with the aircraft. Leonardo’s Aircraft Division has over 50 years of experience in this field, and today these systems are based on modelling and simulation technologies. The synthetic learning environment makes it possible to learn to operate and maintain aircraft while reducing overall training costs. The Division offers customers a product portfolio comprising interactive courseware, flight training devices, full mission simulators, mission planning and de-briefing systems, which together constitute the ground based training system. An industrial presence established in the field of defence aircraft has enabled the Aircraft Division to produce increasingly advanced products including the tactical airlifter C-27J Spartan, a twin-turboprop multimission aircraft for roles covering battlefield support, cargo and troop transport, humanitarian and civil protection roles, surveillance, patrol, rescue and support for Special Forces. All versions have the ability to operate from short, unpaved runways and in difficult environmental conditions. The Division also offers a wide range of supporting services and training for the C-27J, including simulators. The MC-27J Praetorian is the multi-mission version, capable of carrying out intelligence, surveillance and reconnaissance missions and tactical support for Special Forces, covering a wide range of specific tasks without sacrificing its tactical transport capabilities. International collaborations in the

main European military and civilian aircraft programmes have helped build a wealth of technology and expertise of great value. The Eurofighter Typhoon, the most advanced multi-role fighter available on the global market, is a collaboration between Italy, the United Kingdom, Germany and Spain. The final assembly line of the Italian Air Force Eurofighters and those exported by the Division are based at the Caselle site (Turin). In addition to the four partner countries that have so far ordered 472 units, international customers include Saudi Arabia, Austria, Oman and Kuwait. The ATR family (developed by a joint partnership with Airbus Group) is the most successful in the global market for regional twin-engine turboprop aircraft. The aircraft is currently offered in two models, with 50 seats (ATR 42) and 70 seats (ATR 72, with stretched fuselage). All fuselages, complete with empennage, are built and equipped by Alenia Aermacchi in its Pomigliano d’Arco site, near Naples. The fuselages are then shipped to France, where they are completed with French-built wings and Pratt & Whitney Canada PW100 engines driving six-blade propellers. The Aircraft Division has also been a major manufacturer of nacelles for Airbus and Boeing airliners for many years, as well as for Embraer, the Sukhoi Superjet 100, the ARJ regional aircraft and the Dassault Falcon business jets. The Division builds nacelles both directly (through the MHD joint venture with Aircelle) or in partnership with recognised leaders such as Goodrich Aerospace, Pratt & Whitney and General Electric.

AEROSTRUCTURES

Leonardo’s Aerostructures Division is a partner of major civil aircraft programmes in Europe and in North America. From the Boeing 787 made from composite materials, to the Airbus A380, and the regional turboprop ATR, the Division brings the ability to design, build, test and integrate structures and components to support any programme. Collaboration with the US aviation industry for the production of aerostructures dates back more than 50 years. Currently, the most important programme is the twin-engine Boeing

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leonardo one company 787, to which the Division contributes a significant part of the design and technology, building sections 44 and 46 of the fuselage and the horizontal stabilizer, made entirely from advanced composite materials. Other programmes in collaboration with Boeing include the manufacture of both the 767 rudder and radome and the outside flaps of the 777, all entirely produced in composite materials. Within the collaboration with Airbus Group, spanning more than 30 years, one of the most important programmes is the A380, where Alenia Aermacchi played an important role since the programme began in 2001, producing a significant part of the middle section of the fuselage. Alenia Aermacchi also designed and builds the A321 forward fuselage section 14A.

AIRBORNE & SPACE SYSTEMS

“The Airborne & Space Systems Division designs, develops and produces a wide range of products and solutions for aircraft platforms that include integrated mission systems, airborne radars and sensors, electronic warfare systems, on-board avionics, aerial target systems and simulation systems”

The Airborne & Space Systems Division designs, develops and produces a wide range of products and solutions for aircraft platforms that include integrated mission systems, airborne radars and sensors, electronic warfare systems, onboard avionics, aerial target systems and simulation systems. The Division also develops and produces remotely piloted aircraft systems (RPAS). The Division provides solutions for intelligence, surveillance, target acquisition and reconnaissance (ISTAR) based on integrated and agnostic architectures, ie, capable of operating on any platform and with any onboard equipment to ensure a constant situational awareness at the tactical level and interoperability with any other operational environment. The Division produces and integrates systems for communication, navigation and identification (CNI), as well as developing technologies for manmachine interface for use on fixed and rotary wing platforms. Its offering includes a wide range of avionic equipment, and is completed by control panels and displays, produced by the subsidiary Sirio Panel. In the field of airborne radars, advanced surveillance features are guaranteed by the range of multimode Seaspray radars, based on AESA technology (active electronically

scanned array) and by the range of the Gabbiano radars family which relies on an advanced mechanically scanning array antenna. The Airborne & Space Systems Division is among the leading European and international operators in the space industry, thanks to its wide range of instruments, subsystems, sensors and high-tech products for Earth observation, planetary exploration, navigation and telecommunication missions. At present, its products are used onboard the most important European space missions such as Rosetta, ExoMars, Galileo, Copernicus, COSMO-SkyMed, METOP, MeteoSat Third Generation, within other European Space Agency and NASA missions as well as for other international customers. The commercial electronics line of business provides human to machine electronic controls, display solutions and lighting systems for commercial and military aircraft, in support of many of the most advanced fixed and rotary wing programs, including the Lockheed Martin Joint Strike Fighter (JSF/F-35) and Airbus A320, A400M and A350XWB. Based on more than 40 years of outstanding expertise, the main activities encompass two main products families ‘Human to Machine Electronic Controls and Display Solutions’ and ‘Interior & Exterior Lighting Systems’, each including a wide range of products:

LAND & NAVAL DEFENCE ELECTRONICS

The Land & Naval Defence Electronics Division offers all the necessary expertise to guarantee land and naval Armed Forces a qualified and fast information superiority, situational awareness, command and control capability, weapon systems management and network communications. The Division has absorbed part of the activities of Selex ES, and boasts more than 50 years of experience in systems integration, digital architectures, combat management systems and sensors, and communications. These capabilities allow the design and manufacture of flexible, modular and scalable systems that meet any operational requirement on board vessels and vehicles and in the

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leonardo one company sector of land and coastal surveillance fixed systems. The offering is complemented by integrated logistics support solutions that provide full training, including simulation of operating environment functions and after sales support service, aimed at ensuring a long life cycle for the products and optimisation of customer investment.

DEFENCE SYSTEMS

“The Defence Systems Division’s products are the heirs of a 100-year old legacy of historic Italian factories that still today design, develop and produce artillery, weapons and torpedoes”

The Defence Systems Division’s products are the heirs of a 100-year old legacy of historic Italian factories that still today design, develop and produce artillery, weapons and torpedoes. The Division absorbed the activities of OTO Melara and WASS from 1 January 2016. The Defence Systems Division is among the largest industrial partners of Armed Forces around the world and is a global leader in the design, development and manufacture of small, medium and large calibre (12.7mm to 127mm) naval guns that have been successful worldwide, especially the 76mm gun, sold in its various versions, to 58 foreign Navies. The Division offers a range of land artillery, including small unmanned land vehicles and aircraft (TRP2 and Horus), and armaments for helicopters and military aircraft (TM197B tower, Pintle Mount and the new Gunship). In the land defence sector, through a joint consortium with Iveco, Leonardo contributes to the design, development and manufacture of new generation tracked and wheeled armoured vehicles (VBM Freccia and Centauro). The Defence Systems Division also holds a niche position in the field of underwater defence systems: the design, production and integration of heavy and light torpedoes, antitorpedo countermeasure systems for submarines and surface ships, sonar systems for underwater surveillance. Heavy torpedo construction includes the new generation Black Shark torpedo, designed to counter any type of surface or underwater threat. The Division also develops both surface and underwater protection systems for naval platforms that could be subject to potential attacks by torpedoes; furthermore, it is also active in the field of underwater surveillance systems for ports, coastal areas and

strategic sites thanks to the experience gained in the field of sonar.

SECURITY & INFORMATION SYSTEMS

The Security & Information Systems Division absorbed part of the activities of Selex ES and is a world leader in safety-through-technology, providing tailored solutions for customers in public administration, public safety and security, critical infrastructure, services, transport and logistics. With experience in information technology, communications, automation and physical and digital security, the Division generates synergies by joining its expertise, processes and technology across these areas. Competitive solutions and services, including integrated systems, are available to support territory security and control, for public and private critical infrastructure protection and for the security of major events. Its offering also includes integrated networks and secure communications that enable reliable and efficient information management. These are ideally suited for public safety and security organisations, emergency services, civil protection agencies and transport infrastructures. Having evolved from Finmeccanica into ‘one company’, Leonardo’s excellence is based on its continual development of key technologies. Microelectronics for advanced radar sensors, unmanned surveillance and environmental monitoring activities, advanced and innovative materials, software and systems competencies; these are just some of the areas Leonardo works on every day to improve and enhance its technological assets, looking to the future with dual use applications in aerospace and electronics for defence and security. Leonardo invests mainly in strategic technologies that allow the Group to foresee market demands, fulfil customer expectations and increase industrial efficiency; technologies that must be protected and improved because they represent a distinguishing feature of its products and technologies in which to invest for “new and future” market needs.

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