Flight International, 05 May 2020

5-11 May 2020 I flightglobal.com

INDUSTRY

Biting back

Embraer snaps as Boeing loses takeover appetite

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Power cut

Trailblazing fliers

Airbus, Rolls-Royce pull plug on electric E-Fan X project 8

How California gets ready to douse wildfire threat 24

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CONTENTS

Volume 197 Number 5734 5-11 MAY 2020

Airbus

Hybrid-electric project is over P8

THIS WEEK 6 Flight International adapts to mitigate coronavirus impact 8 Partners power down E-Fan X project 9 Results reveal big two’s pandemic pain

Mike Macleod/Viking Air

AIR TRANSPORT 10 Air France-KLM secures state support.

Norwegian funds could run dry by mid-May 11 Southwest defers swathe of Max deliveries 12 Mis-set altitude led Neos 737 to fly low.

Hong Kong warns 787 operators on ILS incidents DEFENCE 13 C-390’s prospects hit by Boeing action.

Saab delivers for UAE with first GlobalEye 14 Saab AESA scans past Gripen C/D users.

Draft request advances B-52 re-engining plans 15 Block II Super Hornet output complete.

Quantix tail-sitter farmed out for mapping duty

COVER STORY 7 Jilted Embraer embittered by Boeing

5-11 May 2020 I flightglobal.com

INDUSTRY

Biting back Embraer snaps as Boeing loses takeover appetite

Brazilian airframer launches arbitration process as collapse of commercial aviation merger with US manufacturer leaves it in weakened position

£3.90 1 8

9

Power cut

Trailblazing fliers

Airbus, Rolls-Royce pull plug on electric E-Fan X project 8

How California gets ready to douse wildfire threat 24

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AirTeamImages

NEWS

BEHIND THE HEADLINES Pilar Wolfsteller looks at California’s preparations to tackle wildfires from above (P24), while Murdo Morrison reviews fleet developments among key operators in this life-saving sector (P28). And Dominic Perry gets up to speed with Airbus Helicopters’ Racer technology demonstrator (P16)

FEATURES 23 Infernal affairs Flight International reviews developments in aircraft being readied to battle blazes in this year’s northern hemisphere wildfire season and surveys preparations in California, where climate change and urban sprawl are combining to amplify incendiary disaster

NEWS FOCUS 16 Airbus focuses on maintaining Racer’s pace 5 31 33 34 35

Comment Straight & Level Classified Jobs Working Week

BUSINESS AVIATION 18 Equator charges up electric ambitions.

Avinode unveils online relief platform 19 Cougar pounces on Sikorsky S-92 upgrade kit.

Textron offers finance for Citation enhancements DATA VIEW 20 March sales offset by Max removals

Lockheed Martin

REGULARS

FireHerc is well suited for low, slow deliveries P28

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5-11 May 2020 | Flight International | 3

CONTENTS

Image of the week Pilatus has delivered this medical evacuation-roled PC-24 to Barrow, Alaskabased operator North Slope Borough search and rescue.

The adapted light business jet (N827HB) has a cabin configured for two stretcherbased patients and five passengers. Pilatus says it has now shipped four of the type to customers for medevac duties View more great aviation shots online and in our weekly tablet edition:

Pilatus

flightglobal.com/ flight-international

The week in numbers

41.4%

NEXT WEEK DIGITAL-ONLY

Aeroflot Group

Use your subscriber login to access Flight International via smartphone, tablet or desktop, alongside our print issues – or contact customercare@dvvsubs.com for assistance

Aeroflot carried 1.8m passengers in March, versus nearly 3.1m a year ago. The airline’s load factor was down 57.4%

$103m

Publishing schedule changes mean that our 12-18 May edition will be in a non-print format. Don’t miss our feature package on US hypersonic missile developments. Plus, Rolls-Royce’s new hybrid-electric vision

Elbit Systems

Value of Elbit Systems deal to fit electronic warfare suites, with countermeasures, to an Asian country’s air force helicopters

SAS US Air Force

5,000

Jobs cut by Scandinavian carrier SAS in Denmark, Norway and Sweden, as coronavirus pandemic slashes travel demand Stay up to date with the latest news and analysis from the global aviation and aerospace sector: flightglobal.com/news

CAE is readdressing the gender imbalance in aviation.

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4 | Flight International | 5-11 May 2020

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COMMENT

Breathing room hile the stimulus is unsatisfactory, there is a silver lining to the otherwise bleak news that Airbus and Boeing are cutting back production of new aircraft in the wake of a collapse in demand.

How much output will be reduced is an imponderable at the moment, but prior to the pandemic the industry was expecting to deliver some 1,600 mainline jets this year – depending on the return to service of the 737 Max. A potential scenario on short-term demand painted by Ascend by Cirium makes grim reading. This sees two years where no new deliveries are required, although it notes that there are additional routes to this end, such as using smaller aircraft to match reduced demand.

It is extraordinary to consider the desperate new short-term outlook, given that not long ago Airbus was preparing to take single-aisle output to 63 A320-family aircraft per month. Boeing similarly had been facing pressure to expedite deliveries of new and pre-completed 737 Max aircraft once the grounding was lifted, with potential monthly delivery scenarios as high as 70 aircraft.

But these rates came with health warnings, as Airbus continued to grapple with quality and scheduling problems on the A321neo.

The coronavirus-driven hiatus at least provides breathing room for the OEMs – not to mention the stretched supply chain – to catch up and restore confidence in their abilities to deliver aircraft on time and on quality.

It also gives Boeing the headroom to ensure that its execution of the Max return is controlled and co-ordinated, minimising the risk of further damage to an alreadyembattled airliner programme. ■ See This Week P9

No happy ending

Not Boeing With Embraer jilted at the altar, the Brazilian airframer needs to demonstrate that it has a Plan B, other than a stream of bitter words for its former suitor f Embraer’s senior executives wanted to reassure investors that they were responding swiftly and nimbly to Boeing’s ruthless bulldozing of their entire strategy, they managed only to reinforce the view that the Brazilian manufacturer did not have a Plan B. Acrimony and a dearth of even basic details – such as the specific reasons for Boeing’s decision, or the framework of a fall-back position – were more indicative of a leadership in shell-shock than one coolly steering a confident course through a corporate crisis.

Unexpected and involuntary isolation means several of the reasons why the tie-up was beneficial for Embraer have become burdensome considerations.

Its backlog, which might have been stimulated by Boeing’s connections, has yet to reverse a four-year decline, and the older E1 variants of its E-Jet family are outselling the re-engined E2, which – lessors aside – is still seeking elusive blue-chip customers. Meanwhile the CSeries-now-Airbus A220 is rocking up to fights with heavyweight muscle it could never have summoned under Bombardier.

The C-390 Millennium airlifter will have to compete from a standalone position, missing out on sales paths through the US government, while Embraer’s pool of engineering talent will be a costly and underused resource without a future Boeing project.

Embraer’s commercial aviation division, its largest revenue contributor, made a R266 million ($66 million) operating loss in the year to 31 December 2019. Its defence and

I

flightglobal.com

executive jet segments were also loss making, with only the services division profitable.

None of this is helped by Brazil’s stuttering economy, the spectre of coronavirus, or the Trump-esque nature of the country’s president, Jair Bolsonaro, against whom the Boeing walk-out might – at the time the Amazon was burning – have been championed as an environmentally minded sucker punch.

Among the many unanswered questions is the likelihood of another international partnership Among the many unanswered questions over Embraer’s future is the likelihood of another international partnership. North America is its largest commercial and second-largest defence customer, and that makes it unclear whether, say, a Chinese-backed Embraer would sit easily with the USA – or Bolsonaro, given recent high-profile political sniping.

Embraer understandably feels aggrieved and, as Congreve wrote, heaven has no rage like love to hatred turned. But the airframer should avoid reverting to the cliche of Latin hot-headedness when the tricky task of securing its future in this unforgiving climate demands careful, cool and analytical thinking. ■ See This Week P7

AirTeamImages

Rafael Leon/Shutterstock

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Plane speaking

5-11 May 2020 | Flight International | 5

THIS WEEK

BRIEFING EUROPEAN TRIO BRACE FOR JOB CUTS REDUNDANCIES A trio of European carriers have announced measures that could lead to the loss of a combined 19,000 jobs as a result of the coronavirus crisis. Icelandair is axing 2,000 staff, SAS has begun work on cutting up to 5,000 full-time positions, and British Airways warns that 12,000 employees could be made redundant in the face of a protracted downturn.

PEGASUS TANKER LOSSES MOUNT AT BOEING FINANCIAL Boeing incurred a first-quarter pre-tax charge of $827 million against the KC-46A Pegasus tanker, taking its total losses on the US Air Force programme to $4.6 billion. Replacing the type’s boom remote vision system will cost $551 million, with “productivity inefficiencies” and temporary coronavirus-driven closures of company sites also factors. Boeing Defense, Space & Security lost $191 million in the first three months of this year; down from a $852 million profit in the same period in 2019.

ARGENTINA IMPOSES FLIGHT SUSPENSION PANDEMIC Local airlines, airport bodies and IATA have voiced concern over Argentina’s move to suspend air travel in the country until 1 September amid the coronavirus pandemic. “That is well beyond the current period of lockdown in the country and will risk additional thousands of jobs in the travel and tourism sector,” notes IATA director general Alexandre de Juniac.

JAZZ BECOMES DASH 8 CONVERT MODIFICATIONS Canadian regional airline Jazz is purchasing up to 13 Simplified Package Freighter conversion kits for its 74seat De Havilland Canada Dash 8-400 turboprops. Jazz president Randolph deGooyer says the conversions will enable the airline “to redeploy aircraft while contributing to the collective fight against Covid-19”. The operator is working with Air Canada Cargo towards deploying the first updated aircraft in May.

WASHINGTON TIGHTENS EXPORT CONTROLS RESTRICTIONS The US Department of Commerce has tightened restrictions on certain exports to China, Russia and Venezuela, in a move with still-unclear ramifications for US aerospace suppliers. Announced on 27 April, the measure concerns technologies such as semiconductor equipment and sensors that Washington believes could be repurposed for use in weapons, military aircraft or surveillance equipment.

BOMBARDIER TO END SHUTDOWN MANUFACTURING Bombardier says its manufacturing and services work will “gradually resume as of 11 May”, after what will have been a seven-week halt due to the coronavirus crisis.

The company has recalled some 11,000 Canada-based employees; the majority of its staff in the country working in the aviation and transportation sectors.

AILING CONDOR SECURES BAILOUT RESCUE European Commission regulators have approved a €550 million ($595 million) loan from the German state to help struggling leisure carrier Condor. “Condor will receive a loan of €294 million as corona[virus] aid as well as €256 million to fully refinance the bridging loan received last winter following the insolvency of Thomas Cook,” the carrier says.

6 | Flight International | 5-11 May 2020

MESSAGE

Flight International adapts to mitigate coronavirus impact W

elcome to this latest edition of Flight International, which like our previous six issues was produced by our dedicated teams in the UK, Singapore and the USA under home-working conditions amid the coronavirus pandemic.

These are hugely troubled times for manufacturers and airlines alike – as is the case with almost all industries and sectors touching our daily lives. But, as throughout Flight’s 111-year history, we remain committed to delivering the best coverage of the news and other developments that matter to you.

Our thoughts are with the many thousands of aerospace industry workers and those of our readers who are directly affected by this downturn, with their jobs lost, furloughed or at risk; and all those touched by coronavirus itself.

At some point the skies will brighten again, and Flight International will be here to cover the recovery, whenever it appears.

In the meantime, as these strained economic times prevail, we must announce the introduc-

tion of a temporary change to our publishing plan for 2020.

Starting from this issue of the magazine we will be alternating our editions between print and digital-only formats through to the end of July.

This move will ensure that our top-quality coverage can continue to be available every week via your existing subscription.

Thank you for your understanding, and for supporting Flight International during these difficult times. Our alternating print and digital-only issues, plus further content on flightglobal.com, will continue to keep you informed of all the key developments.

Best wishes, and stay safe.

Craig Hoyle Editor Flight International Use your registered email address and subscription number to access our digital issues via smartphone, tablet or desktop – or contact customercare@dvvsubs.com for assistance flightglobal.com

COVER STORY

Results reveal big two’s pandemic pain This Week P9 PARTNERSHIP DAVID KAMINSKI-MORROW LONDON

Jilted Embraer embittered by Boeing Brazilian airframer launches arbitration process as commercial aviation merger collapse leaves it in weakened position

flightglobal.com

Absence of orders aside, the E175-E2’s planned service-entry date of 2021 reflects another key reason for Embraer’s interest in the Boeing tie-up. While the manufacturer has been exploring a complementary turboprop development, it was looking to Boeing to provide potential post-E2 openings for its engineering personnel.

When the tie-up was initially disclosed, Boeing had just started delivering the 737 Max to customers and – with the Max the probable final iteration of the 737 – the airframer had been wrestling with options for a successor, as well as a proposed New Midmarket Airplane to bridge between its single- and twin-aisle lines. Embraer would have been able to offer technical specialists with a lower Brazilian cost base.

SECOND SETBACK But Boeing’s aircraft development ambitions, already set back by the 13-month-and-counting grounding of the 737 Max, have been overturned by the impact of the coronavirus crisis, which has demolished the forecasts and assumptions behind the BoeingEmbraer proposal.

Embraer’s share price has halved since the outbreak and its market capitalisation of around $1.1 billion is barely a quarter of the $4.2 billion that Boeing had been set to pay just for its 80% of the commercial aircraft venture.

Embraer had just completed, in January, its carve-out preparations to separate the commercial aviation division ahead of the Boeing acquisition. The company disclosed in March that the separation costs relating to this carveout, some $120 million, had wiped out its full-year earnings before interest and taxes.

Even as it negotiated with Embraer, Boeing had been under financial pressure itself – not only from the 737 Max situation but also the broader fall in longhaul jet demand.

E2 was set to give US manufacturer a presence in regional market

David Branco Filho/Embraer

mbraer’s fierce reaction to prospective suitor Boeing’s decision to bail from their intended commercial partnership is hardly surprising, given that the Brazilian airframer stands to lose heavily from the split.

While the tie-up proposal, unveiled in late 2017, might have given the impression of a hastilyshoehorned response to Airbus’s audacious swoop for the Bombardier CSeries programme, Boeing and Embraer already had collaborative interests, and a merger had genuine merits.

Boeing stated that the decision would “strategically align” with its commercial development, production and lifecycle services operations. A new joint venture, 80%-owned by Boeing and named Boeing Brasil – Commercial, would have handed the US airframer its own “highly complementary” presence in the regional aircraft sector with the re-engined E2 version of the Embraer E-Jet family, along with income from Embraer’s services and support arm.

Both Boeing and Embraer had separately put pressure on the CSeries, through trade and subsidy disputes. But the intervention of Airbus – and Boeing losing a high-profile trade case against Bombardier shortly afterwards – simply gave the CSeries, rebranded the Airbus A220, additional momentum and the backing of a powerful partner.

Embraer’s E2 stood to gain a similar advantage under Boeing, capitalising on the US firm’s global marketing network and heavyweight presence in procurement and cost negotiation. While the A220 has flourished under Airbus, the E2 has lost traction – total orders for the family have actually declined since 2017, even discounting the specific US scope-clause peculiarities that led to the removal of 100 E175E2s – the entire backlog for the variant – from Embraer’s books.

E

Coronavirus has since exacerbated the situation, cutting into the crucial single-aisle market while inflicting further damage to the weakened long-haul sector.

Under these conditions Boeing’s decision to revisit the strategic rationale for pursuing an expensive Embraer deal is hardly a shock, especially following the change in the US manufacturer’s leadership in mid-January and its requests for US government aid.

But the decision has – equally unsurprisingly – left Embraer frustrated, furious and bitter, its future direction now another uncertainty among the myriad uncertainties caused by the most extraordinary of circumstances.

In the days following the merger’s collapse, Embraer announced it had formally commenced arbitration proceedings.

But the Brazilian airframer has provided little insight into its response to the failure, and the extent to which it had prepared for such an eventuality.

Chief executive Francisco Gomes Neto, speaking during a 27 April briefing, said he was “surprised and disappointed” by Boeing’s decision, reiterating the belief that the US firm had wrongly ended the agreement and disputing its claim of a failure by Embraer to meet conditions.

He says Embraer has worked “nonstop, day and night” to conclude the deal, which has in-

volved a “long, costly and complex process”.

Gomes Neto would not be drawn on the overall cost to Embraer of the separation and preparatory work for the merger, beyond saying that it was “substantial” – nor would he elaborate on the remedies sought from Boeing, or even the conditions Boeing believes Embraer to have breached.

Merger documents filed to the US Securities and Exchange Commission refer to two termination fees, one amounting to $75 million and the other, designated an “anti-trust termination fee”, of $100 million.

STRATEGY REVIEW Gomes Neto also remained vague on alternative plans that Embraer might pursue in the aftermath of Boeing’s withdrawal, stating only that the company would “review” its commercial aviation structure and strategy.

Embraer would remain open to possible partnerships, he says, but adds: “We want to do our homework first.”

“I think the situation is more acute for Embraer,” says Michel Merluzeau of aerospace consultancy AIR. “Embraer needs a partner really, really quick.”

But there are few options in the market for Embraer, with China seen as the most plausible. ■ See Defence P13 5-11 May 2020 | Flight International | 7

THIS WEEK

Airbus

Modified Avro RJ100 was due to make maiden flight in 2021 TECHNOLOGY DAVID KAMINSKI-MORROW LONDON

Partners power down E-Fan X project Work on hybrid-electric programme has provided ‘rich insights’, says airframer, although demonstrator will not now fly irbus and Rolls-Royce have axed the E-Fan X demonstrator programme, a year before the experimental hybrid-electric engine airliner was supposed to fly.

The E-Fan X programme was launched to explore electric aviation and involved equipping a BAE Systems Avro RJ100 with a hybrid powertrain. But Airbus chief technology officer Grazia

A

Vittadini says the airframer is having to “navigate the realities” of a world impacted by the coronavirus crisis, and concentrate on priorities.

She says Airbus and RollsRoyce have as a result “jointly decided” to “bring the E-Fan X demonstrator to an end”.

“As with all ground-breaking [research] projects, it’s our duty to

constantly evaluate and reprioritise them to ensure alignment with our ambitions,” she adds.

“These decisions are not always easy. But they’re undoubtedly necessary to stay the course.”

Vittadini points out that the effort to decarbonise the aviation industry is “no small feat”, adding: “To achieve this, we need to re-focus all of our efforts

PROPULSION DOMINIC PERRY LONDON

R-R plans for ‘copper bird’ ground testing despite cancellation Propulsion specialist Rolls-Royce is to continue ground-test activities on the power generation system it was developing as its contribution to the Airbus E-Fan X, despite the project’s ending.

Under the E-Fan X design, the partners intended to replace one of a BAE Systems Avro RJ100’s turbofan engines with an electric propulsion unit powered by an AE2100 turboshaft engine driving a 2.5MW generator mounted in the aft fuselage.

Modification activities were under way on the aircraft (G-WEFX) by Avalon Aerospace at Cranfield airport in the UK to support a first flight next year.

Despite the end of the project, R-R plans to continue some devel8 | Flight International | 5-11 May 2020

opment work as part of its drive towards more sustainable aviation.

“Although our programme with Airbus concludes, we are planning that our power-generation system ground testing will complete, allowing us to demonstrate the technology and capture all the lessons,” says R-R chief technology officer Paul Stein.

This will see the company integrate the generator, currently being tested at its site in Trondheim, Norway, with power-control and thermal-management systems developed by R-R’s units in Derby and Indianapolis, respectively. Ground testing of its “copper bird” rig should begin towards year-end.

Stein says that although a series of airborne trials was planned for

the E-Fan X, a substantial amount of technology “de-risking” can take place on the ground.

Stressing that the cancellation was made “jointly”, Stein says the partners “felt that, particularly given the difficult times the aviation industry is about to go through, we had reached a point where we had learned what we needed to”.

In addition, Stein says both parties were conscious of the expense involved.

“We just decided that taking it to flight-test at this point in the evolution of the technology was not worth the cost,” he says.

“Flight-testing would have cost tens of millions and we have both decided that we would prefer to save that money.” ■

on technology bricks that will take us there.”

The E-Fan X, launched in 2017, was due to carry out its maiden flight in 2021.

Vittadini insists that, while the aircraft will “not take to the skies”, the effort invested in the programme has not been wasted.

“To say we’ve learned a lot from this demonstrator project would be an understatement,” she says.

“Over the past three years, each E-Fan X milestone has offered us rich insights for the future.”

Vittadini says these include exploration of hybrid architecture, batteries and high-voltage systems, and new carbon dioxide reduction technologies, as well as certification and regulatory knowledge. She adds Airbus has developed a “more focused roadmap” for decarbonisation.

“As with all such leading-edge programmes, we constantly evaluate the best way forward and it has become clear to both parties that the actual requirement to carry out a test flight with all the elements integrated is not critical at this time,” says R-R chief technology officer Paul Stein.

He says the level of industry interest and support for the E-Fan X programme has been “particularly encouraging”. ■ flightglobal.com

THIS WEEK

Air France-KLM secures state support Air Transport P10 FINANCE JON HEMMERDINGER BOSTON DAVID KAMINSKI-MORROW LONDON

Results reveal big two’s pandemic pain Losses mar first-quarter results at Airbus and Boeing as commercial aircraft divisions see demand slide due to coronavirus n a rare alignment of dates, the world’s big two airframers both released their coronavirus-impacted first-quarter results on 29 April.

Neither made for pleasant reading, although Boeing’s existing troubles with the 737 Max programme ensured that its pain was deeper than that of Airbus.

The US airframer recorded a $641 million loss in the first quarter, on revenue that declined 26% year on year to $16.9 billion.

But the coronavirus and Max grounding particularly hammered Boeing Commercial Airplanes, which lost $2.1 billion in the period, reversing a $1.2 billion profit in the same quarter last year.

Commercial aircraft revenue declined by roughly half to $6.2 billion, and Boeing delivered only 50 jets in the period, down from 149 in the first quarter of 2019.

At Airbus, commercial aircraft revenues were down by 22% to €7.5 billion ($8 billion) and earnings in the sector dropped by 82% to €57 million. Its adjusted commercial EBIT was €191 million, down 59%.

The group’s total adjusted EBIT for the first quarter halved to €281 million, and it made a net loss of €481 million compared with a previous profit of €40 million. Revenues slipped from €12.5 billion to €10.6 billion.

Both airframers have reacted to plunging demand for new aircraft by cutting planned output and announcing reductions to head count.

Airbus had already announced revised targets, taking A320-family output down to 40 per month, while the rates for A330s and A350s have been reduced to two and six per month, respectively.

“This will remain for at least two or three months,” says chief executive Guillaume Faury.

Boeing has now followed suit, cutting 787 output to 10 aircraft per month this year, down from 14 currently, then falling to

flightglobal.com

Elaine Thompson/AP/Shutterstock

I

US airframer will restart suspended 737 Max production this year seven per month by 2022.

Under a previous plan, Boeing intended to reduce 787 production to 10 monthly in 2021, but then increase that to 12 per month in 2023.

However, Boeing has no immediate plan to restructure its 787 final assembly footprint.

Presently, the airframer assembles the Dreamliner at sites in Everett, Washington and North Charleston, South Carolina, with the latter the only plant to build all three variants.

Chief executive David Calhoun says Boeing will have time to review its manufacturing strategy in the coming years, as 787 production declines further.

In Addition, combined output for the 777/777X will fall to three aircraft per month in 2021, down from five currently, and Boeing will “take a measured approach to the 777X rate ramp” when deliveries begin next year.

Meanwhile, final assembly of the still-grounded 737 Max will resume “at low rates in 2020” and “gradually increase to 31 per month during 2021, with further gradual increases to correspond with market demand”, says Boeing. The lower output adds $1 billion to the cost of the Max production upheaval, bringing Boeing’s estimated total cost of the Max’s “abnormal” production to $5 billion.

Boeing had been making 53

Max aircraft per month when regulators grounded the type in March 2019.

But the planned resumption

of Max production may represent a sliver of good news for Boeing; it also expects to resume deliveries in the third quarter, with Calhoun saying the company is progressing well through certification work, despite challenges posed by coronavirus.

“We currently expect the necessary regulatory approval to allow Max deliveries in the third quarter,” Calhoun says.

“We are very confident that the process will conclude with the… certification.”

Boeing is now working its way through what Calhoun describes as “a mountain” of documentation associated with the approval process. ■

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5-11 May 2020 | Flight International | 9

AIR TRANSPORT

FINANCE DAVID KAMINSKI-MORROW LONDON

Air France-KLM secures state support French and Dutch governments agree multibillion-euro loan packages, but bailouts have certain conditions attached ir France-KLM Group has obtained government funding to help the operator cope with the impact of the coronavirus crisis.

The group had previously warned that, despite measures to preserve liquidity, it would need a capital injection in the third quarter of this year.

It has negotiated a French state-backed loan of €4 billion ($4.3 billion) from a syndicate of six banks to be distributed to Air France-KLM and Air France.

The French government has said it will guarantee up to 90% of the loan, which has a maturity of 12 months.

There will also be a direct four-year shareholder’s loan of €3 billion from the French government to Air France-KLM. Both packages have two one-year extension options.

KLM is to receive €2-4 billion in financial support from the Dutch government, the country’s finance ministry has disclosed.

“The precise structure of the support, which is expected to consist of a guarantee and a loan, is currently being worked out,” the ministry says, adding that “certain conditions” will be attached.

It will require the airline’s personnel to take pay cuts – with

A

Air France

Airline’s transformation plan includes goal of adapting to ‘new market reality’

higher earners contributing the most – while the carrier will have to refrain from paying dividends or bonuses.

But KLM will also be ordered to contribute environmentally, by reducing the number of night flights, as part of the deal. The ministry says the company will need to make “sacrifices”, conditions that are “justifiable and reasonable”.

“I realise that [this] message is not easy for KLM,” says finance minister Wopke Hoekstra. “But we are talking about taxpayers’ money, our money, which is now

needed to strengthen KLM’s financial position.”

Air France-KLM Group and its two carriers will need to take restructuring measures. The group says a transformation plan is being finalised that will include economic, financial and environmental commitments.

“It will notably involve a review of Air France’s activities, looking to adapt them to the new market reality brought about by the crisis, and will have to strengthen its financial situation,” it states.

Once this plan has been

finalised, the group says, the Air France-KLM Group board will consider increasing its equity capital subject to market conditions.

“In this context, the French state has indicated its intention to examine the conditions under which it might participate in such an operation to increase its capital,” it adds.

Air France-KLM Group chief executive Benjamin Smith says the financial assistance will “enable us to withstand this crisis” and “foresee the future of Air France-KLM with ambition and determination”. ■

OPERATIONS CIRIUM LONDON

Norwegian warns funds could run dry by mid-May candinavian budget carrier Norwegian will run out of cash by mid-May if it does not secure the remainder of its state aid package, the airline has warned in a report to bondholders that lays out plans for a “new Norwegian” that will not start to take off until 2021.

Under that proposal, the carrier will significantly trim its fleet from 168 aircraft prior to the coronavirus crisis, to between 110 and 120 jets. The Nordic region will be the “cornerstone” of its operations

S

and the airline says it will reduce capacity to match demand. Its long-haul network will focus on “top-tier cities” and “key flows” between the EU and the USA. But Norwegian says it will remain in a “hibernation phase” – in which 95% of its fleet is grounded and just seven aircraft are operating state-subsidised domestic operations only – until the second quarter of 2021, when a gradual ramp-up will begin.

“Normal operations” are not

10 | Flight International | 5-11 May 2020

expected to resume until 2022, and the airline that emerges then will operate fewer aircraft and a “right-sized” network focused on the most profitable routes.

The airline is asking lessors to reduce its aircraft lease obligations by “at least” $500 million and convert debt into equity in a move that would eventually mean 53.1% of the carrier is owned by leasing companies and 41.7% by bondholders. Existing shareholders would hold just 5.2% of Nor-

wegian’s stock if its survival plan is accepted by bondholders.

The airline has already received NKr300 million ($29 million) in state funding as part of a bailout package worth up to NKr3 billion. However, the carrier must satisfy a number of conditions before it can access the remainder. These include existing creditors agreeing to a threemonth moratorium on outstanding payments, and the company cutting its debt-to-equity ratio. ■ flightglobal.com

AIR TRANSPORT

Mis-set altitude led Neos 737 to fly low Air Transport P12 FLEET JON HEMMERDINGER BOSTON

PROGRAMME ALFRED CHUA SINGAPORE

Southwest defers swathe of Max deliveries due to slump

Comac transfers first ARJ21 after output resumes

Decision affects almost 60 aircraft, as carrier confronts a $94 million first-quarter loss outhwest Airlines, among the world’s top customers for the Boeing 737 Max, has pushed back deliveries of 59 examples of the reengined twinjet in response to the travel downturn caused by the coronavirus pandemic.

Southwest expects to receive a maximum of 48 737 Max aircraft by the end of 2021, the carrier said on 28 April.

Previously, Southwest anticipated receiving 107 Max jets from Boeing in 2020 and 2021, including 62 aircraft that had been scheduled for delivery in 2020 and 45 scheduled for 2021, a securities filing shows. In addition, 16 were scheduled to be taken on lease.

The airline provides few details about how many 737 Max aircraft it intends to acquire in 2020 and 2021, other than saying it expects to receive fewer than 27 jets from Boeing this year.

Those 27 737 Max are aircraft

omac has delivered the 24th example of its ARJ21 regional jet, the first of the aircraft to be handed over since the Chinese airframer restarted operations in the aftermath of the coronavirus outbreak.

Although it was delivered to Chengdu Airlines, the aircraft (B-604F) is managed by lessor ICBC Financial Leasing, Comac states.

The twinjet is also the first example to have been be completely assembled at Comac’s Shanghai Pudong unit.

In March, the airframer opened a second ARJ21 production line at Pudong, in order to increase output. The Pudong facility can assemble up to 30 aircraft per year.

Comac suspended work in February as a result of the coronavirus pandemic.

Cirium fleets data indicates that there are about 330 ARJ21s in the airframer’s orderbook. ■

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VDB Photo/Shutterstock

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Airline will now only take 48 of re-engined type within next two years Boeing manufactured for Southwest after regulators grounded the type in March 2019.

Southwest is “still working on specifics of how many we want to take between now and the end of the year,” chief financial officer Tammy Romo said during a 28 April first-quarter earnings call.

News of the deferrals came as Southwest reported a first-quarter

loss of $94 million, reflecting the collapse of travel demand during the pandemic.

In recent weeks the airline has grounded about 350 of its 742 737s, which excludes 34 737 Max that were received before the 2019 grounding.

The US low-cost carrier holds unfilled orders for 262 737 Max, more than any named customer. ■

PROPULSION DOMINIC PERRY LONDON

DRA moves hint at alternative power on D328eco ledgling airframer Deutsche Regional Aircraft (DRA) has rebranded its proposed revival of the Dornier 328 twin-turboprop as the “D328eco” and hired a for-

mer Airbus specialist in alternative propulsion as its chief technology officer (CTO).

Although DRA has released no details of its aircraft, which it

Jeffry Surianto/Shutterstock

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Original Dornier 328 was available in turboprop and jet variants flightglobal.com

says is at the preliminary design review (PDR) stage, the moves suggest that it is likely to be considering electric- or hybrid-electric power for the platform, which was launched last year.

Announcing the appointment of Martin Nusseler as CTO, the airframer says the “technical mission” for the aircraft is driven by a “clear commitment for more sustainable aviation” versus “today’s standard technologies”.

Nusseler was at Airbus for 17 years, with the last five spent leading the manufacturer’s alternative propulsion systems and technologies unit.

DRA says the D328eco will deliver “significant improvements

in operational and maintenance costs, as well as substantial reductions in [its] overall carbon footprint.”

As part of the PDR process, DRA is examining the “trades and maturity” of new systems and materials ahead of firming up its supplier list. Service entry is set for 2024.

A final assembly facility for the D328eco will be constructed at Leipzig Halle airport, while design and engineering activities are taking place in Oberpfaffenhofen near Munich.

The original Dornier 328 could carry up to 33 passengers and was available in both jet- and turboprop-powered variants. ■

5-11 May 2020 | Flight International | 11

AIR TRANSPORT

INCIDENT DAVID KAMINSKI-MORROW LONDON

Mis-set altitude led Neos 737 to fly low Rushed go-around at Bristol triggered series of errors causing narrowbody’s descent to just 457ft above the ground nvestigators have found that a Neos Boeing 737-800 continued to descend, unnoticed by the crew, during an aborted landing at Bristol, after a rushed approach meant the go-around altitude was not correctly set.

It dipped below 460ft as it travelled over runway 27, with its landing-gear retracted, before the pilots realised the situation and climbed away.

The aircraft – arriving from Verona on 1 June last year – had been vectored to a shortened arrival route by approach controllers, which left it above 10,000ft with less than 25nm (46km) to touchdown.

With the aircraft high and fast on the approach the crew was unable to switch the autopilot to vertical navigation mode.

The pilots instead reverted to “level change” mode, which carries out an idle-thrust descent to the altitude selected on the modecontrol panel – this was set to the approach minima of 1,000ft at the time.

As a result of the shortened approach, the aircraft’s descent was rushed and became unstable. It sank some 250ft below the designated flightpath, travelling with excessive airspeed, and the tower controller instructed the crew to

Insect World/Shutterstock

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Twinjet overflew runway with landing gear up before crew reacted execute a go-around. The UK Air Accidents Investigation Branch says the 737 was at 1,070ft – about 675ft above ground – and flying at 151kt (280km/h).

“The crew found themselves performing a go-around unexpectedly but did not know why they had been required to do so,” it adds.

Take-off thrust was engaged and the aircraft began to climb.

But the altitude setting in the mode-control panel remained at 1,000ft because the crew had omitted to select the go-around altitude of 3,000ft.

Although the 737 initially

climbed to just over 1,300ft, the flying pilot manually followed the flight director, which attempted to guide the aircraft to level off at 1,000ft.

As the jet acquired this altitude, the autothrottle mode changed from “go-around” to a mode that maintains the aircraft’s speed, resulting in the thrust levers being back-driven to a lower power setting and causing the landing gear warning horn to sound.

The crew then adjusted the mode-control panel to set the correct go-around altitude of 3,000ft.

But while this stopped the air-

craft trying to level at 1,000ft it also caused a switch to “vertical speed” mode. The vertical speed set in the mode-control panel at the time was a descent rate of 300ft/min (1.5m/s), and the jet started to lose height as the pilot continued to follow the flight director.

“Neither crew member noticed for a significant period that the aircraft was descending during the manoeuvre,” says the inquiry.

It points out that the gearwarning horn was still active, owing to the low thrust and flap settings, and was followed by a “too low, gear” warning from the ground-proximity warning system. The jet was descending for 32s, says the inquiry, reaching a minimum of 457ft above ground after passing almost the entire length of the runway.

“The crew then realised that the aircraft was not climbing as expected and adjusted the attitude of the aircraft to begin a climb,” it states, adding that the tower controller almost simultaneously issued an order to climb to 3,000ft.

After climbing away the aircraft (I-NEOT) subsequently levelled at 3,000ft and was vectored to another approach, following which it landed without further incident. ■

BULLETIN DAVID KAMINSKI-MORROW LONDON

Hong Kong warns 787 operators on ILS incidents uthorities in Hong Kong have warned Boeing 787 operators of possible adverse autopilot behaviour during localiser capture at the city’s international airport, after the latest in a string of incidents involving the type.

A newly issued NOTAM instructs carriers to check a Boeing flightcrew operations bulletin referring to “anomalies” in localiser capture and possible misbehaviour by the autopilot flight-director

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system, particularly during instrument landing system (ILS) approaches to runways 25R and 25L. It says the issue can lead to “proximity to high ground”, adding that – if in doubt – crews should climb back to minimum sector altitude and conduct a missed approach.

The NOTAM follows an incident on 21 April involving an Air Canada 787-9 (C-FNOH), arriving from Vancouver, which had been

12 | Flight International | 5-11 May 2020

cleared for an ILS approach to 25L. The Transportation Safety Board of Canada says the crew contacted air traffic control after reaching the waypoint LOTUS, located about 15nm (28km) from the threshold, and reported being established on the ILS. After controllers advised the crew to switch to the Hong Kong tower frequency, they observed the aircraft “overshooting the localiser” of 25L and descending to

3,900ft – below the minimum sector altitude of 4,300ft. Controllers contacted the crew to warn of terrain and the pilots corrected the flightpath to re-intercept the ILS. Boeing has been working to resolve the issue, which has affected several 787 flights into Hong Kong including four between July and October last year involving aircraft operated

by Etihad Airways, Ethiopian Airlines and Virgin Atlantic. ■ flightglobal.com

DEFENCE

Block II Super Hornet output complete Defence P15 ORDER CRAIG HOYLE LONDON

Saab delivers for UAE with first GlobalEye transfer Johansson notes that the company has a “rather tight schedule”.

Once operational, the GlobalEyes will provide the UAE with the capability to simultaneously perform surveillance of airborne, land and maritime threats, using Saab Erieye ER airborne early warning and Leonardo Seaspray 7500E maritime search radars.

Saab launched the Bombardier Global 6000 long-range business jet-based GlobalEye with a two-aircraft order at the Dubai air show in November 2015. The UAE subsequently signed for a third unit, before Saab last November announced that it was in negotiations to deliver a further two.

Johansson says discussions are continuing with the UAE over the follow-on deal, which the company has previously valued at around $1 billion.

Saab

he United Arab Emirates’ first of potentially five GlobalEye swing-role surveillance aircraft touched down in Abu Dhabi on 29 April, following a delivery flight from Linkoping, Sweden.

The second of three contracted GlobalEyes so far prepared for the UAE, and first flown in January 2019, the asset had been used primarily for system-level testing, including of its data links, and command and control trials in support of the development activity.

Acceptance testing will be conducted by UAE air force personnel, with this process supported by Saab’s in-country team. It has already delivered training for pilots and groundsystem operators.

A schedule for subsequent deliveries has not been disclosed, but Saab chief executive Micael

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Adapted Global 6000 offers airborne, land and maritime surveillance “We are still in negotiations, according to the plan,” he says, adding: “I look forward to concluding that [process] as quickly as possible.”

While Bombardier has progressed production to the Global 6500 airframe, Johansson says Saab has options to acquire two more green examples in the 6000

standard to meet UAE requirements. He adds that Saab is confident of securing further orders for GlobalEye, with Finland, South Korea and Sweden viewed as potential future users.

He describes adapting the system for the Global 6500 as “not a major effort”, but rather “an incremental work package”. ■

PROGRAMME GARRETT REIM LOS ANGELES

C-390’s prospects hit by Boeing action Airframer’s withdrawal from joint-venture agreement with Embraer hits international sales outlook for transport/tanker oeing’s departure from a jointventure agreement to promote the C-390 Millennium twinjet will make it more challenging for Embraer to secure further international sales for the medium transport.

On 25 April, Boeing announced that it had withdrawn from a pact that would have seen

it take an 80% stake in Embraer’s commercial business. It also had intended to separately take a 49% interest in a joint venture to sell and market the C-390.

Boeing has not revealed how much cash will be freed up by walking away from the Boeing Embraer – Defense joint venture.

Brazilian air force

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Brazilian twinjet is pitched as replacement for legacy Hercules (left) flightglobal.com

Signalling their deepening relationship ahead of securing final regulatory approval for the tie-up, the companies at last November’s Dubai air show rebranded the former KC-390 transport/tanker as the C-390. This was intended to emphasise the type's primary mission as an airlift asset.

Developed for the Brazilian air force – which has taken delivery of its first two of an eventual 28 examples – the type is powered

by International Aero Engines V2500 turbofans.

Embraer’s lone export success to date has come from Portugal, which last year confirmed an order for five, to replace its aged Lockheed Martin C-130Hs. Past interest totalling a further 27 aircraft has been recorded from Argentina, Chile, Colombia and the Czech Republic, while commercial operator SkyTech in

2018 signed a letter of intent for up to six.

Despite its transport/tanker capability and 26t cargo capacity, Embraer has struggled to conclude further sales. Rivals include the C-130J and Airbus Defence & Space’s larger A400M, along with smaller types such as the Airbus C295 and Leonardo C-27J. Forming a joint venture with Boeing opened up the possibility that Embraer could establish a C-390 production line in the USA and pursue sales to nation’s military, as well as international customers via Washington’s Foreign Military Sales security assistance programme.

Despite its withdrawal from the formal joint venture on defence, Boeing says it plans to continue a master teaming agreement, signed in 2012, to jointly market and support the C-390. ■

5-11 May 2020 | Flight International | 13

DEFENCE

Draft request advances B-52 re-engining plans he US Air Force (USAF) has released a draft request for proposals to replace the engines on its aged Boeing B-52H bombers, bringing a procurement one step closer to launch.

According to its 23 April outline, the service plans to buy 608 commercial engines, along with further spares and support equipment, which will enable it to continue operating the veteran fleet until at least 2050.

The USAF plans to award a contract in May 2021, with engine deliveries to occur over a 17-year period.

Pratt & Whitney TF33

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engines, based on the commercial JT3D, have powered the air force’s current B-52s since their introduction from the early 1960s. Now, the service wants to acquire a military derivative of another commercial powerplant for the re-engining effort.

GE Aviation plans to offer two candidates: the CF34-10, which powers commercial aircraft like Bombardier and Embraer regional jets, and its Passport turbofan, which equips Bombardier’s Global 7500 ultra-long-range business jet.

Pratt & Whitney is promoting its PW800, used on Gulfstream G500 and G600 business jets,

USAF wants to cut emissions, fuel consumption, noise and operating costs

US Air Force

PROPULSION GARRETT REIM LOS ANGELES

while Rolls-Royce intends to pitch its F130 military derivative of the BR700, powering types including other Gulfstream models.

The USAF wants a replacement engine that has a similar size, thrust rating and weight as the eight TF33s used currently on the B-52H, each generating 17,000lbthrust (75.7kN). It is, however, seeking a modern turbofan with a higher bypass ratio and digital

engine controls, offering reductions in emissions, fuel consumption, noise and operating costs.

The B-52H has an unrefuelled range of 7,650nm (14,200km).

Depending on the replacement powerplant selected, it is thought that this could be increased by 20-40%.

Cirium fleets data shows that the USAF has a current active inventory of 76 B-52Hs. ■

SENSORS CRAIG HOYLE LONDON

Saab AESA scans past Gripen C/D users New antenna offered as PS-05/A radar upgrade also suitable for other fighters, plus ground surveillance adaptation aab has begun promoting an active electronically scanned array (AESA) antenna for its PS-05/A fighter radar, offering it as an upgrade option for operators of its Gripen C/D, and other legacy types.

During a roughly 90min debut flight on board a Gripen D test aircraft conducted from the Swedish company’s Linkoping site on 8 April, the AESA sensor “collected data while detecting and tracking objects”, Saab says.

Anders Carp, head of the company’s aeronautics business area, describes these as having been “targets of opportunity”, such as general aviation aircraft, due to a lack of commercial airliner activity during the coronavirus crisis.

“We had a very successful first flight, both in terms of capability and stability,” Carp says.

Future tests will be expanded to incorporate “fighter targets”, he notes. In all, around 15 flights are planned over a period of three to four months.

Saab

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Product was integrated with test aircraft before first flight on 8 April Integration of the AESA antenna – which features more than 500 gallium nitride transmit/receive modules – required no alteration to the Gripen’s power or cooling provision, Carp says. “We’re just changing the array itself, and using exactly the same back end as the [PS-05/A] Mk4” with some software updates, he notes.

“We have the possibility now to get the full radar range to use [MBDA’s] Meteor or similar [air-

14 | Flight International | 5-11 May 2020

to-air] missiles,” Carp notes of the enhancement.

The availability of an ITARfree AESA radar offers a potential upgrade path for existing Gripen C/D operators, which in addition to the Swedish air force include the Czech Republic, Hungary, South Africa and Thailand.

The new array will also be offered with Saab’s proposed Gripen Aggressor platform for adversary training services.

“The Gripen is a fairly small

aircraft, which makes the size of the radar suitable for many other platforms,” Carp notes. This could include advanced jet trainers and unmanned air vehicles, he suggests.

The X-band system’s underlying technology could also be scaled up to approach an “Erieyesize” sensor for airborne ground surveillance tasks, he indicates.

Saab has already delivered an array almost identical to the design flown in the Gripen to an undisclosed US military customer. The company last October announced its receipt of that contract, but will not disclose the operator or platform type.

“If there’s a customer that wants it now we’re ready to start production – we’re more or less ready to take orders,” Carp says.

Saab’s AESA product will not compete with the Leonardo Raven ES-05 radar installed on the Gripen Es in production for Sweden and launch export buyer Brazil. ■ flightglobal.com

DEFENCE

Airbus Helicopters focuses on maintaining Racer’s pace News Focus P16 PROGRAMME GARRETT REIM LOS ANGELES

Block II Super Hornet output complete US Navy takes last of 608 F/A-18E/Fs from production run begun in 2005, with delivery of next update due imminently oeing has delivered its last Block II production-standard F/A-18E/F Super Hornet to the US Navy (USN), with the milestone combat aircraft handed over to the service on 17 April.

“Aircraft E322 will leave Boeing’s production line and head straight to Strike Fighter Squadron 34, based in [NAS] Oceana [Virginia],” says USN Commander Tyler Tennille, from the Defense Contract Management Agency, who supervises F/A-18 acceptance testing.

In total, the USN received 322 single-seat F/A-18Es and 286 twin-seat F/A-18Fs via the Block II Super Hornet programme, which commenced in 2005.

Each fuselage was built at Northrop Grumman’s facilities in El Segundo, California, with

US Navy

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Carrier-based jet is heading towards a fresh round of enhancements final assembly performed at Boeing’s St. Louis site in Missouri.

Enhancements introduced over the Block I Super Hornet which entered production in 1997 included larger cockpit displays, upgraded sensors and

avionics, including an active electronically scanned array radar, and increased range.

Boeing is now working on an updated Block III variant, with the navy expecting to take delivery of its first pair for test purposes. The

assets will perform this work at NAS Patuxent River in Maryland and at the Naval Air Weapons System facility in China Lake, California, from “late spring 2020”, the USN says.

The navy plans to buy 72 Block III Super Hornets up to fiscal year 2021.

With a faster mission computer and more robust communications system, the fighter could be employed to control and direct socalled loyal wingman unmanned air vehicles. Other features include conformal fuel tanks that boost internal capacity by 1,590kg (3,500lb) and a 10,000h operating life for the airframe.

Boeing is also promoting the Block III Super Hornet to potential export customers including Finland and Germany. ■

UNMANNED SYSTEMS GARRETT REIM LOS ANGELES

Quantix tail-sitter farmed out for mapping duty

in association with:

follow automated flightpaths using GPS navigation, and employ two 18-megapixel cameras, says AeroVironment. The UAV could provide surveillance over a 160ha (395 acre) area, or cover 10.8nm (20km) linearly beneath its flightpath, it adds.

While AeroVironment already offers the hand-launched Puma and Raven UAVs, it says the new product has a different purpose.

“Quantix Recon addresses high-resolution mapping and image collection in both fullcolour and multispectral bands, whereas our other Group 1

[UAVs] are designed to deliver real-time, full-motion video,” it says. “This high-resolution mapping requires flight controls and image processing that are tailored to this distinct mission, creating consistent imagery that is georectified in near real-time on board the aircraft.”

A ruggedised Android touchscreen tablet is used to control the UAV and view imagery, with its flightpath and surveillance area set using waypoints or geofencing.

Weighing 2.2kg (5lb) and with a 45min flight endurance, the

Recon model weighs just 2.2kg

AeroVironment

eroVironment has formally launched a military variant of its Quantix unmanned air vehicle (UAV), an asset ordinarily used for agricultural surveying tasks.

The tail-sitting, vertical take-off and landing Quantix Recon UAV requires “little to no training” to operate, says the company.

As an agricultural device, the baseline Quantix vehicle was developed to automatically survey land to reveal early signs of crop stress or water issues, and to help farmers when estimating yields.

Designed for reconnaissance tasks, the Quantix Recon will

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UAV can be flown at up to 800ft.

Its manufacturer says the type is nearly inaudible once 360ft above the ground. ■

Download the 2020 Wo r l d A i r Fo r c e s R e p o r t

w w w. f l i g h t g l o b a l . c o m / w a f flightglobal.com

5-11 May 2020 | Flight International | 15

NEWS FOCUS

DEVELOPMENT DOMINIC PERRY LONDON

Airbus Helicopters focuses on maintaining Racer’s pace Programme partners start building components for high-speed technology demonstrator irst flight may have slipped by around 12 months, but at production sites across Europe, components for the Airbus Helicopters Racer high-speed technology demonstrator are beginning to come together.

In early April, the slender nose of the new helicopter was revealed as the three sub-assemblies making up its canopy were joined into a single structure.

While the development has been relatively untroubled, it has not been without its challenges, and has also required a weight saving drive by the manufacturer.

Clearance for manufacturing was triggered by the conclusion of the critical design review in December 2019. Assuming the coronavirus outbreak does not add significant delay to the programme, final assembly should begin by mid-year at Airbus Helicopters’ facility in Marignane, France.

“To be precise it is almost all the aircraft which is ready for production but there are some topics that have some delay, although nothing really critical at

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the moment,” says Brice Makinadjian, Airbus Helicopters’ chief engineer for the Racer.

Part of the EU-funded Clean Sky 2 programme, the Racer – or Rapid and Cost-Effective Rotorcraft, to use its convoluted acronym – should now make its maiden sortie in the fourth quarter of 2021, later than the original 2020 target.

“There are 50 entities that we have to manage to build an aircraft that will fly” Brice Makinadjian Chief Racer engineer, Airbus Helicopters

The design builds on research conducted with Airbus Helicopters’ X3 demonstrator in the middle of the last decade, but features V-shaped box wings for additional lift, twin pusher propellers and technology to allow one of the two engines to be idled – and rapidly restarted – during the cruise.

Given the project’s technical

and industrial ambitions, it should probably come as little surprise that the timeline has slipped somewhat to the right.

The Clean Sky project seeks to foster innovation and grow competencies in companies across the continent, all of which means that the development chain for each programme is more complex than usual.

For the Racer, while Airbus Helicopters is the project lead at the vehicle level, it has 17 core partners and 35 other partners in the effort. Crucially, none of these are selected by the airframer but by the Clean Sky joint undertaking following an open call process.

Some are more familiar with it than others, such as long-time propulsion partner Safran Helicopter Engines, which is supplying twin Aneto-1X powerplants for the technology demonstrator.

There are also consortia of industry and research bodies or academia: Romaero and Romania’s INCAS aerospace institute are building the fuselage, while Magnaghi Aeronautica and Italian

aerospace council CIRA are developing the landing gear.

And at the other extreme come businesses never previously involved in aerospace, such as German automotive specialists KLK Motorsport and Modell und Formenbau Blasius Gerg, which have teamed as the FastCan consortium to produce the Racer’s lightweight canopy.

The time and effort required to manage a group of this size is largely the reason for the programme’s delay, admits Makinadjian.

“There are 50 entities that we have to manage in order to build an aircraft that will fly. This brings a bit of complexity in terms of management and it is probably slowing down a little bit the way we can develop,” he says.

FastCan/Airbus Helicopters

PROJECT COMPLEXITIES

Motorsport specialist consortium has designed rotorcraft’s canopy, with structure completed in April 16 | Flight International | 5-11 May 2020

His comments are echoed by Antonello Marino, project officer for the Fast Rotorcraft Innovative Aircraft Demonstrator Platform within the Clean Sky programme.

“The major challenge is that it is a programme that is built in a way that is co-ordinated by the leader but receives contributions from a number of complementary grants and partners,” he says. flightglobal.com

NEWS FOCUS

Cougar Helicopters pounces on Sikorsky S-92 upgrade kit Business Aviation P19

the H160 “is not feasible”.

Managing the Racer’s mass is such a crucial factor that Marino says during the design phase, Airbus Helicopters “was obliged to launch a sort of weight saving campaign, bringing that closer to the original target.”

Manufacturer will assess suitability for a variety of civil missions

Airbus Helicopters

MATERIAL DIFFERENCE

“That means that a very minor delay at one level may affect the overall plan of the Racer.”

While the majority of the Racer is on track, development of the new gearbox is running late, admits Makinadjian. He stresses that this is not due to “technical issues” but simply trying to align its methodologies with those of co-developer Avio Aero.

“There are many discussions made between specialists to understand each other. Especially in the field of the main gearbox these are taking a bit longer than for other designs,” he says.

But Makinadjian is at pains to point out that the lateral driveline, a key part of the new transmission, remains on schedule.

Comprising flexible shafts rotating at 3,000rpm, the drivelines transfer power from the main gearbox down the wings to the lateral gearboxes in order to drive the pusher propellers.

Makinadjian says endurance tests of a flight-representative example of the component are ongoing. “We have already produced the shaft – this is a real achievement,” he adds.

When developing the X3, Airbus Helicopters re-used compoflightglobal.com

nents from other aircraft in its range, such as the fuselage from an AS365 Dauphin.

But Makinadjian says the level of re-use is dramatically lower on the Racer: around 10% of the gearbox components are from previous designs and certain elements of the avionics are drawn from existing helicopters, but the rest is entirely new.

Although for its first flight the Racer will be fitted with a main rotor from an H175 supermedium-twin, Airbus Helicopters intends to swap the blades for those with an “optimised” design.

The new blades are being developed as part of a French-funded research project and will not be ready in time for the maiden sortie. While he declines to elaborate on the shape of the new blades, Makinadjian says the “evolution” will take into account “all the experiences we have on the X3 and the design of the Racer.”

One additional capability will also not be used during the early stages of testing: the stop-start function on the Aneto-1X engines.

Explaining the decision, Makinadjian stresses that although the Racer’s development has been informed by the X3 effort, it is “quite

a new formula” and as such “we have to take it step by step”.

“Before stopping one engine in flight and having only one remaining I would like to demonstrate the Racer’s formula and the way it is behaving first,” he says.

“We have to measure the formula and every detail of how it is behaving and then introduce any major modification. I am more comfortable if every other parameter is measured and we only have the one to test.”

In addition, budget and resource limitations are also pushing the programme towards sequential rather than parallel testing, he says.

The Racer will have a maximum take-off weight of about 7-8t.

The conventional H160 being developed by Airbus Helicopters carries 12 passengers but is 2t lighter. But the difference in their respective maximum cruise speeds is pronounced: 220kt (407km/h) versus 155kt.

Speed, as Makinadjian points out, comes at a cost; the addition of the box wing, propellers and specific canopy all add weight to the structure. To achieve the target 220kt cruise speed and have the same weight and capacity as

This has been achieved through the use of innovative materials and manufacturing processes, he says. For example, the composite-reinforced canopy is some 7% lighter than the original design requirements.

In addition, the “very, very innovative” tail structure, produced

by Aernnova of Spain, uses for the first time “very light” primary structural components produced via additive layer manufacturing, alongside external parts made through resin-transfer moulding.

Similar efforts across the helicopter have resulted in an acceptable overall weight for a technology demonstrator, says Marino.

Key aims for the roughly 200h of flight testing planned, lasting around two years, will be to validate the Racer’s performance against the Clean Sky goals – a 220kt cruise speed but with 20% lower emissions of carbon dioxide, nitrogen oxides and noise than current helicopters.

But the airframer will also use the flight-test phase to give “concrete demonstrations” of the helicopter’s utility for current civil and parapublic missions: increasing the area that can be covered during search and rescue operations or cutting the time required for emergency medical services.

Although the Clean Sky programme restricts the development to technology readiness level 6, short of full industrialisation, the mission demonstrations are clearly aimed at gauging the market potential of the technology.

While he stresses it is his opinion, not that of the company, Makinadjian believes that by the middle of the decade Airbus Helicopters will be in a position to see if it makes sense to launch a commercial development programme.

“In five years from now we will definitely have all the parameters to take decisions,” he says. ■

5-11 May 2020 | Flight International | 17

BUSINESS AVIATION

DEVELOPMENT KATE SARSFIELD LONDON

Equator charges up electric ambitions Start-up seeks funds to launch production of four-seat battery-powered floatplane, with larger version planned by 2030 ing a 120kW electric motor to give a range of up to 270nm (550km).

Equator is seeking around €5 million ($5.4 million) to bring the X4 to market. Chief executive Tomas Brodreskift says this investment will also provide sufficient working capital to launch planned sales and marketing initiatives and to accelerate production. “Our plan is to launch flight testing of the first productionconforming X4 within 18 months,” says Brodreskift.

To expedite the X4’s entry into service, Equator will seek certification from the Norwegian civil aviation authority under experimental regulations. “This should take around 40h of flight testing, and allow us to begin delivering aircraft to local customers who just want to fly for pleasure,” Brodreskift says.

Feedback from these owners will assist Equator with the X4’s European Union Aviation Safety Agency CS-23 certification campaign, with final approval scheduled for 2025.

European validation will open up a much larger market for the X4, both geographically and operationally, with the aircraft an

Equator Aircraft

orwegian start-up Equator Aircraft is developing a small family of all-electric amphibians to provide what it describes as “a sustainable alternative” to the established types now serving the owner-flyer and commercial passenger transport markets.

Based at Jarlsberg airport 60 miles (100km) south of Oslo, the company began flight testing a proof-of-concept, all-composite two-seat aircraft in 2018.

Feedback from these trials is being incorporated into the first production-conforming prototype – a stretched version of the concept aircraft called the X4, designed to seat up to four occupants. Preliminary design work is also under way on an eight-seat model, which Equator hopes to market by the end of the decade.

The concept aircraft uses a 100kW tail-mounted electric motor, supplied by German company Engiro, which is powered by a 12kWh battery in the cabin and a 6kWh one in the nose. It has reached a top speed of 100kt (185km/h), and a maximum endurance of 35min.

The X4 will feature a 75kWh lithium-ion battery pack power-

N

Manufacturer began flight testing proof-of-concept aircraft in 2018 ideal platform for short hops between islands and towns, as well as sightseeing operations. The X4 will compete against long-standing models in this segment such as the float-equipped Cessna 172 and 182 piston-singles.

Equator hopes to introduce the eight-seat amphibian by 2030, with the aircraft targeted at the commercial passenger transport market.

Brodreskift says this segment is dominated by float-equipped, single-engined aircraft such as the Cessna 206/208 Caravan, Daher Kodiak 100 and de Havilland Canada DHC-2 Beaver, “which are noisy, expensive and costly to maintain”.

“Our all-electric commercial seaplane will be extremely quiet, emission-free with very low operating and maintenance costs,” he adds.

Many of the world’s major towns and cities are located near water, says Brodreskift, making downtown-to-downtown routes using seaplanes very attractive.

Equator is collaborating with Danish operator Nordic Seaplanes to create the “ideal platform” for this segment. Nordic currently operates a single DHC-6-300 Twin Otter for scheduled, sightseeing and ad hoc charter services, but is keen to offer an all-electric aircraft fleet, says Brodreskift. ■

INITIATIVE KATE SARSFIELD LONDON

Avinode unveils online emergency relief platform nline charter marketplace Avinode has launched a dedicated emergency assistance platform, driven by the increase

in demand for air ambulance and humanitarian flights following the coronavirus outbreak.

The platform, called Avinode

Hummingbird Aviation Services

O

Firm says charter community must provide special-mission support 18 | Flight International | 5-11 May 2020

Aid, is described by the Swedish company as a “goodwill initiative”, which utilises Avinode technology “to assist the aviation community in its relief efforts during the Covid-19 pandemic”.

Avinode Aid allows all operators to place available ambulance aircraft and helicopters on the Avinode platform for free, whether or not they are members of the online marketplace.

Avinode executive vicepresident Per Marthinsson says it is “critical” for the business

aviation charter community to collaborate during this pandemic, “to find ways to bring special-mission aircraft to those in need”.

He describes technology as “an enabler of this collaboration”, which will initially run until the end of the year. “We are hopeful that by providing Avinode Aid as a free service for operators, we will connect brokers with the ambulance aircraft their customers need for medical transportation and humanitarian relief,” says Marthinsson. ■ flightglobal.com

March sales offset

by Max removals Data View P20

BUSINESS AVIATION

AFTERMARKET KATE SARSFIELD LONDON

extron Aviation has unveiled a finance programme to help Citation business jet owners in the USA fund aftermarket modifications during the lull in travel due to the coronavirus outbreak.

Backed by the company’s finance division, the initiative is intended to spread the cost burden of interior refurbishments, and modifications such as flightdeck and in-flight connectivity upgrades. It will also drive business to Textron Aviation’s 11 Citation service centres in the USA. “This new programme offers customers a path to completing

T

aftermarket modifications or upgrades on a timeline that is best for them and their business,” says Textron Aviation.

“Some customers are using downtime as a result of Covid-19 to complete upgrade projects that they have been considering or planning for a different time.”

Textron says the programme is available to “most” of the 5,000 US-registered Citation fleet, although it will not be drawn on which models are excluded.

The company also will not disclose whether it plans to roll out the programme globally. ■

Textron Aviation

Textron offers finance for Citation enhancements

Company is seeking to help customers utilise unexpected downtime

ORDER DOMINIC PERRY LONDON

RELOCATION JON HEMMERDINGER BOSTON

Cougar Helicopters pounces on Sikorsky S-92 upgrade kit

Aerion shifting headquarters to new Florida site

Airframer wins launch customer for enhanced gearbox and weight increase to rotorcraft ikorsky has secured a launch order for its S-92A+ upgrade kit, with Canada’s VIH Aviation Group signing a four-unit agreement for the fleet of its operating division Cougar Helicopters.

Key elements of the upgrade include a new main gearbox with increased run-dry capability and an increase to the maximum takeoff weight (MTOW) from 12,000kg (26,500lb) to 12,250kg.

Sikorsky is also incorporating the modifications into new-build S-92 helicopters as the B-model variant. Along with the MTOW increase and new gearbox, the more powerful -8A6 version of the type’s GE Aviation CT7 engines is also available, together with avionics improvements.

“The S-92A+ and S-92B programmes demonstrate Lockheed Martin’s commitment to the commercial business and to our customers,” says Sikorsky commercial systems and services vice-president Audrey Brady.

“This programme will enhance safety and lower operating

S

flightglobal.com

erion Supersonic is relocating from Reno, Nevada, to a new $300 million campus in Melbourne, Florida, in the heart of the state’s aerospace cluster.

The facility, dubbed Aerion Park, will house the company's global headquarters and integrated campus for research, design, build, and maintenance of the AS2 supersonic business jet.

Aerion plans to break ground on the campus later this year, with manufacturing of the AS2 anticipated to start in 2023.

The company expects Aerion Park to attract “key aerospace suppliers… creating roles for scientists, designers, engineers and aircraft builders”. Melbourne has a number of companies in its aerospace cluster including Collins Aerospace, Embraer Executive Jets and L3Harris Technologies.

Powered by GE Aviation Affinity engines, the AS2 will cruise at Mach 1.4, making it capable of flying between New York and Cape Town in 9h 56min – 3h 39min less than “standard flights”, the company says. ■

A

costs, and we are honoured to work with VIH as our launch customer,” he adds.

VIH says it is “pleased” to be the lead customer for the S-92A+ kit, which will improve the fleet’s “performance and capacity”.

Sikorsky anticipates that the S-92A+ upgrade kit will be delivered by 2023, and the S-92B helicopter in 2025.

Cougar Helicopters, which is 40%-owned by Bristow Group,

Sikorsky

Firm has operated type since 2004 has been operating the Sikorsky type since 2004.

Cougar also has the unfortunate distinction of being involved in the biggest loss of life involving the type, when an S-92 on an offshore crew-change mission ditched and sank off Newfoundland in 2009, following the loss of oil pressure in the main gearbox. Seventeen of the 18 passengers and crew aboard died in the accident. ■

5-11 May 2020 | Flight International | 19

DATA VIEW

March sales offset

by Max removals Multiple cancellations affecting re-engined 737 overtook modest orders as first quarter closed, while deliveries slumped as demand collapsed amid growing coronavirus crisis GRAHAM DUNN & ANTOINE FAFARD

Avolon slashed 75 of the Boeing narrowbody from its commitments

LONDON

ew orders for a combined 73 commercial airliners were placed in March. Airbus secured slightly over 80% of this business by unit, with 60 aircraft, versus sales of 13 Boeing types.

But Cirium fleets data reveals that this apparent return to positive business after February’s orders slump was more than offset by close to 200 cancellations: three-quarters of which affected Boeing’s products.

This foray into negative figures reflects the growing climate of uncertainty at the end of the first quarter, as the coronavirus pandemic spread globally from its origin in China.

New business recorded during March was dominated by lessor AerCap, which ordered 50 Airbus narrowbodies, split evenly between the A320neo and A321neo variants.

Japan’s All Nippon Airways (ANA), meanwhile, placed a firm order for 12 Boeing 787 widebodies: 11 of the Dreamliner’s -10 model and the other being a -9.

Airbus announced a deal to supply an undisclosed customer with 10 A350-900s, while FedEx Express ordered a single 767-300F. Lessor Avolon, meanwhile, was responsible for the month’s largest cancellation, axing 75 737 Max jets from Boeing’s orderbook. It also withdrew from firm commitments for four A330neo widebodies, plus deferred delivery of a total of 25 Airbus and Boeing single-aisles.

Avolon had 284 future aircraft commitments in place at the end of 2019 due to be delivered in the period to 2023 but, as of 31 March, it had brought this figure down to 165.

New orders, March 2020 AerCap

A321neo

25

AerCap

A320neo

25

All Nippon Airways

787-10

11

All Nippon Airways

787-9

1

767-300F

1

FedEx Express

Note: Information for known customers Source: Cirium fleets data

20 | Flight International | 5-11 May 2020

Boeing

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But despite its recent actions, the lessor says it “remains committed” to the 737 Max. The reengined type has been grounded since March 2019, with Boeing still awaiting recertification, initially via the US regulator.

Other significant cancellations included Gol removing 34 Max-family aircraft from its fleet plans, and LATAM Airlines Brazil trimming 10 A350s. SaudiGulf Airlines also removed a commitment for 16 A220s.

Elsewhere, March came to an end with no new orders for regional jets recorded through the entire first quarter. The situation facing turboprop manufacturers has been similarly bleak: since a spike that saw 48 aircraft sold in June 2019, commitments for just 10 were confirmed through the following nine months.

Overall, the commercial order backlog ended March at 14,676 units; a reduction from 14,862 at the end of the previous month.

Cirium data shows that Airbus’s share was down by 19 units, while Boeing’s figure represented a 180-aircraft reduction. Despite these cancellations, the “big two” still account for 88% of all recorded orders.

With the coronavirus-driven downturn in

travel already impacting airlines around the world during March, deliveries also slowed.

Only 57 aircraft were handed over, representing one of the lowest monthly totals in several years. Airbus shipped 30 A320-family jets and a pair of A220s, along with three A350-900s and an A330ceo. Boeing’s output included 11 787s, three 777s and two 767 Freighters.

Between them, North American customers received 21 aircraft, while 16 went to those in the Asia-Pacific region. Indian low-cost carrier IndiGo was the largest recipient, taking six A320neo-family jets, while ANA, American Airlines and Turkish Airlines each took three new aircraft.

In operational terms, the huge scale of the coronavirus crisis resulted in the global in-service commercial fleet falling below 14,000 passenger aircraft at the end of March: a reduction of more than 15,000 in a single month.

In all, almost 19,400 aircraft were grounded as of mid-April, reflecting a neartotal collapse in demand. The active fleet, meanwhile, was comparable to the volume of aircraft in operation in the late 1980s. ■ flightglobal.com

ORDERS & DELIVERIES

Commercial in-service fleet by region

Commercial monthly net orders, March 2019-2020 500

13%

5% 4% 13,701 3% 37% Total

400 300 200

38%

100 0

-100 -200

Source: Cirium fleets data

Mar-19 Apr-19 May-19 Jun-19 Jul-19 Aug-19 Sep-19 Oct-19 Nov-19 Dec-19 Jan-20 Feb-20 Mar-20 Source: Cirium fleets data

Narrowbody

Regional

Turboprop

Widebody

Asia-Pacific 5,178

North America 5,133

Europe 1,746

Latin America 669

Africa 531

Middle East 444

Commercial aircraft order backlog by manufacturer

Commercial monthly deliveries, March 2019-2020 200

4% 2% 4%

36% 150

2%

14,676 Total

100

52% 50 Source: Cirium fleets data

0

Mar-19 Apr-19 May-19 Jun-19 Jul-19 Aug-19 Sep-19 Oct-19 Nov-19 Dec-19 Jan-20 Feb-20 Mar-20 Source: Cirium fleets data

Narrowbody

Regional

Turboprop

Widebody

Note: Backlog on 31 March 2020

Airbus 7,624

Boeing 5,322

Comac 633

Embraer 335

ATR 226

Other 536

In focus: Airbus A320 and Boeing 737 fleet evolution Total fleets, A320 and 737 families 16,000 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0

Apr-11

Apr-12

Apr-13

Apr-14

Apr-15

Apr-16

Apr-17

Apr-18

Apr-19

Apr-20

Source: Cirium fleets data

Total fleet for A320ceo

Total fleet for A320neo

Total fleet for 737NG

Total fleet for 737 Max

flightglobal.com

Before re-engined variants were introduced, the Airbus A320ceo and Boeing 737NG families were the key narrowbody players.

The A320ceo-family fleet has grown from the 4,400-unit range in 2011 to more than 7,200, while 737NG numbers rose from just over 3,400 to 6,500.

Since introduction in 2016, the A320neofamily has raced to more than 1,200 deliveries. Entering service two years later, the 737 Max also rose swiftly to 383 shipments before the type was grounded in March 2019.

A320ceo-family jets’ average storage ratio was 3% in the period, with 737NGs at 2%.

But Cirium fleets data shows the recent huge effect of the coronavirus crisis: as of late March, these figures had soared to 68% for the A320ceo, 55% for the 737NG and 50% for the A320neo. ■

5-11 May 2020 | Flight International | 21

AERIAL FIREFIGHTING

Special report

INFERNAL AFFAIRS

CONTENTS

24 Wildfire season California heats up 27 Trailblazer Lead pilot’s challenge 28 Programmes Fleet options

Leonardo

Tom French

CAL FIRE

Following unprecedented devastation in Australia, the advent of the northern hemisphere wildfire season has firefighters in a state of high alert. In our special report, Flight International reviews developments in aircraft being readied to battle the blazes and surveys preparations in California, where recent years have seen climate change and urban sprawl combine to amplify incendiary disaster

Super Huey offers flexibility by the bucketload (top). Leadplane pilot (above right) fulfils a vital role directing emergency response safely from the air and on the ground. C-27J Spartan (above) is evolving as versatile and low-cost alternative to specialist platforms flightglobal.com

5-11 May 2020 | Flight International | 23

AERIAL FIREFIGHTING Special report

Very large assets such as the DC-10 tackle blazes from an altitude of around 250ft

Through the inferno Anticipating a ferocious wildfire season compounded by coronavirus lockdown restrictions, California’s airborne firefighting fleet is being readied for the toughest of action PILAR WOLFSTELLER SAN FRANCISCO

n the early morning hours of 8 November 2018, the deadliest, most destructive and most expensive wildfire in the history of California broke out in tinder-dry forest about 88 miles (141km) to the north of the state’s capital, Sacramento. By the time the “Camp Fire” blaze had been contained almost three weeks later, 85 people were dead and the town of Paradise had been levelled.

I

24 | Flight International | 5-11 May 2020

The firestorm destroyed almost 19,000 structures and acrid smoke reached the San Francisco Bay Area to the southwest – forcing residents indoors, cancelling sporting events and raining ash over a large swath of the state.

A spark from a nearly 100-year-old power transmission line coupled with high winds, low humidity and dry brush created the perfect recipe for disaster. This was a worst-case scenario that the California Department of

Forestry and Fire Protection – known as CAL FIRE – trains for every day. Its jurisdiction is the most populous state in the nation, and its owned fleet of aerial firefighting equipment is the largest in the world.

Preparedness means everything in a place where, as many Californians joke, the four seasons are earthquake, mudslide, drought and fire. In the past five years more than 2 million hectares (5 million acres) of the state have been torched by wildfires. “There’s going to be a fire season in California every year, no matter where you are,” says Dennis Brown, senior chief of aviation for CAL FIRE’s Aviation Management Unit (AMU), based near Sacramento.

Joel Kerley chairs the National Interagency Aviation Committee (NIAC) wildfire co-ordinating group, which manages aerial firefighting standards and strategy across the USA, shifting assets to where they are needed the most. He agrees with Brown, adding: “During peak fire season, you are never going to have enough stuff. That’s when the co-ordination efforts really kick in. My group is there to keep a pulse on the activity of all the fleet that is out there.”

The AMU’s fiscal year 2019 budget is $93 million out of CAL FIRE’s $2.5 billion. Its fleet consists of about 50 aircraft: fixed-wing air tankers, tactical aircraft and helicopters, flightglobal.com

AERIAL FIREFIGHTING

stationed at 12 air bases and 10 helicopter bases. But it can balloon to between 250 and 300 aircraft if a particularly bad fire season warrants, says Brown.

CAPABLE FLEET The workhorse of CAL FIRE’s aviation family is the Grumman S-2T Turbo Tracker tanker, which can hold 4,550 litres (1,200USgal) of water or fire retardant – a chemical salt compound mixed with water, clay or a gum thickening agent and a pink dye. At 4.1kg (9lb) per gallon, an S-2T can carry up to 4,900kg of retardant. The aircraft came to the agency from the military, where in their previous lives they were used to track submarines.

Loading S-2Ts takes just minutes. The aircraft have a fill spout in the tail, allowing CAL FIRE to “hot load” retardant without having to shut off the aircraft’s engines between missions. Pumps push 1,100-1,900 litres of retardant per minute into the tanks, allowing the aircraft to launch again quickly. One S-2T can cycle five to six times before it needs to be shut down and refuelled, Brown says.

The air tankers usually deliver a load of retardant ahead of a wind-whipped fire line to slow its progress, or reduce its intensity, and give on-the-ground firefighters a real chance to extinguish, or at least contain it.

Twelve Bell UH-1H Super Huey flightglobal.com

helicopters, which can each carry up to 1,200 litres of water in a bucket mounted below the aircraft, and 11 crew including the pilot, are used for fast initial attacks on wildfires. They can also be used for medical evacuations, mapping and non-emergency missions.

In early 2019, CAL FIRE took delivery of a Sikorsky S-70i Black Hawk helicopter, the first of what will be a $300 million fleet of up to 12 high-tech twin-engined “Firehawks” that will eventually replace the ageing Super Hueys. The second Firehawk is due to be delivered later this year.

The agency also operates 15 Rockwell OV-10A Broncos, former reconnaissance aircraft used to co-ordinate aerial assets with ground-based firefighters. “The OV-10s are our command and control platform, an airborne fighter co-ordinating operations for the fire,” Brown says. A pilot and an air tactical group superviser (ATGS) use the tandem-seaters to gain an overview of the blaze, plan strategy and call in air support where it is most needed.

Two Beechcraft King Air 200s, used for ATGS training, and a Baron 58, used for administrative purposes and transporting people and parts, round out the fleet.

In an average year, CAL FIRE’s fixed-wing and rotary craft usually fly between 200-300h each, with about three-quarters of those hours on actual firefighting missions and the rest for training, says Brown.

The agency receives aviation support from several other authorities, including the California National Guard, which alone owns more aircraft than most nations, as well as the US Forest Service. Together with its partners, the aircraft available to be deployed can range from small drones for fire detection and reconnaissance, all the way up to the guard’s Modular Airborne Fire Fighting System (MAFFS) – a retrofitted Lockheed Martin C-130 Hercules that can carry more

than 15,000 litres of retardant.

CAL FIRE is gearing up to receive its own fleet of seven C-130s, including ground support equipment, handed down from the US Coast Guard through the government’s 2019 National Defense Authorization Act. These will enter service beginning in about 18 months, after being modified and structurally upgraded for firefighting operations.

“You are never going to have enough stuff. That’s when the co-ordination efforts kick in” Joel Kerley Chairman, National Interagency Aviation Committee wildfire co-ordination group

One of this type of aircraft, owned by Canada’s Coulson Aviation and contracted out to Australia’s Rural Fire Service, crashed in January while helping tame that country’s historically destructive wildfires, killing its three-member crew.

“Tanker 134 had been instrumental in fighting California’s wildfires in 2019. This was a unique contract, as we were able to put our flightcrews on this aircraft to start training [them] in flying the C-130, transitioning from the S-2T air tankers,” Brown says. “With that very close relationship over the course of the fire season, it was a huge emotional hit for all of us when the aircraft and flightcrew were lost in the accident in Australia.”

The crash brought into sharp relief how brutal and punishing these missions are for the machines and crew. Unpredictable winds, dangerous or impassable terrain, low visibility due to smoke, and heat that can melt paint off a fuselage are some of the dangers crews face every firefighting day.

When releasing their loads, air tankers are❯❯

CAL FIRE

CAL FIRE

California

Versatile Super Huey can carry up to 1,200 litres of water and perform medevac missions 5-11 May 2020 | Flight International | 25

AERIAL FIREFIGHTING Special report

❯❯ usually no more than 150ft above the ground: flying that requires exceptional piloting skills and highly specialised training, as well as robust and clear communications with ground-based firefighting units.

Any higher than that and the accuracy of a drop is lost.

“For every fire, we have what’s called the fire traffic area, which is a 7nm [13km] ring around the centre of the fire,” Kerley says.

“Within those seven miles is our airspace, and we will bring as many as 25 aircraft into that area at different altitudes.”

Brown tells the story of a CAL FIRE pilot who, during the 2018 Camp Fire, got an early morning call to drop retardant over a fire line in a rural area. “The conditions were so severe that he flew around for an hour trying to drop,” Brown says. “He deployed full flaps, power off, tried to descend to get low enough to drop, but it was impossible to get down safely.” The heat from the fire constantly pushed the aircraft higher, making any potential drop ineffective.

S-2T Turbo Trackers are mainstay of CAL FIRE fleet and can drop 4,550 litres of retardant equation, but also societal changes and new population clusters have placed additional stress on the state in terms of wildfire danger.

In 1980, California had just 25 million inhabitants. In 2018 it had 40 million. Humans continue to encroach upon nature, so fires are destroying more structures and property, and killing more people.

“Seasons are definitely different than they

Kari Greer/US Forest Service

Wet winters have a counterintuitive effect on the following fire season, experts say. Rain is usually a good thing – the grass is greener and thicker, and vegetation grows more quickly.

But when that vegetation dries towards the end of the following summer, it can become fast-burning fuel.

“At the height of the drought a few years ago, here in the north of California we had a lot of dead trees, the fire danger was extreme, but in the south they had had no rain for so long, they had no grass crop, so they had an extremely low fire season,” explains Brown.

No two seasons are ever the same. Weather conditions and climate change are part of the

CAL FIRE

GROWING CHALLENGE

Agency will begin introducing fleet of seven Hercules-based MAFFS air tankers next year 26 | Flight International | 5-11 May 2020

used to be,” Brown says. “Thirty years ago there were a lot fewer homes in the wildlands and while we did have late-season wind-driven events, it was not impacting people as much.”

There is no clear “beginning” or “end” to fire season, say both Kerley and Brown, and the season itself is less predictable than it used to be. In southern California, which generally has a hotter climate, firefighters stand at the ready earlier in the year than in the northern part of the state. Most of CAL FIRE’s air attack bases are ready to go with trained crews and aircraft prepared between 15 April and 1 June.

The hottest months, both in terms of weather and wildfire spread and intensity, are July, August and September, with the season winding down by late October. But occasionally, the most destructive fires – like those in 2018 – are not contained until late in November or even early December.

The longer the season, the more difficult it is to bring the aircraft through regular maintenance cycles during the season and also ready for the following year. Mandatory maintenance protocols, as well as component replacements and repairs, usually take place over the ever-shortening winter off season.

“We’ve seen a huge uptick in the maintenance schedules and inspections. What we do supersedes anything that the [Federal Aviation Administration] would require or the flightglobal.com

AERIAL FIREFIGHTING

California

Blazing a safe trail over the flames Lisa Allen is a leadplane pilot, guiding tankers to drop their loads as effectively and safely as possible

manufacturer requires for the aircraft,” Kerley says. Therefore, each aircraft has its own mechanic assigned to it, to keep it running when and where it is needed. “If they’re not flying… they become unavailable for us,” he adds.

It is too early to make a reliable forecast for what the 2020 season will look like, says Brown. But one thing is clear – trouble will come with the northern hemisphere’s summer.

The National Interagency Fire Center predicted on 8 April that the next few months will be warmer and drier than average along the West Coast. “This, coupled with the development of a significant grass crop in the lower elevations and an early melting of the mountain snowpack, is expected to prove to be problematic” in July and August, the agency writes in an assessment report.

NIAC is gearing up for this scenario. The organisation’s readiness plans are rated in terms of levels – one being the lowest, five flightglobal.com

the Avro RJ85/BAe 146, Lockheed Martin C-130 and McDonnell Douglas MD-87, drop from about 150ft. The very large tankers, like the Boeing 747 and McDonnell Douglas DC-10, are dropping from 250ft.

“It’s one landing pattern after another to a continuously changing runway. I could be leading a DC-10 at 150kt (278km/h), and the next run I’ll be leading an Air Tractor at 105kt. It’s a lot of stick

and rudder flying – no autopilot here, just hand flying in a constantly changing environment.

“I am so fortunate to get to do what I do – and I love it. I get to fly over amazing places and I work with people who are extremely skilled. The things that air tanker pilots do with these aircraft is just mind-boggling.” ■ Lisa Allen flies for the US Bureau of Land Management’s National Aviation Office

Tom French

“As aerial firefighters, our main purpose is to support the people on the ground however we can, from getting supplies, to delivering retardant, delivering water, carrying out mapping or taking video. My job as a leadplane pilot is to increase the safety, effectiveness and efficiency of the air tankers and helicopters.

“As the leadplane, I go down quite low to co-ordinate with the crews on the fireline. We devise the strategy, tactics and objective for the mission. I find out where they want the retardant to go. While the tankers are loading and returning from their base, I stay on scene and fly the run, figure out the heading and altitude, check the hazards and scout the exit. I need to get down into that environment to see if it’s too turbulent, too smoky, too windy for us to do the job. If we’re not being effective, we’ll shut the operation down.

“By being overhead all the time, I can see what the smoke and the wind is doing, I can see what the turbulence is like and have that plan already in place. When the tanker comes, I clear it into the airspace, talk them through the run, then they trail behind me between a quarter and a half mile and we do the run. They go back to base, and I stick around and do the same thing with the next tanker.

“We have three classifications of air tankers.

The single-engined Air Tractors will drop to an altitude of 60-90ft, so I will get that low if I am leading them. I don’t want to be above their drop height because my wake turbulence would be a problem. The large air tankers, like

Allen’s role is key, gauging conditions in the air and co-ordinating with crews on the ground

being the highest. “It gets tricky when we are at planning level four or five, that means that geographic area has run out of material. At that point, it becomes just prioritisation, which fires are the biggest priority, the biggest values at risk,” Kerley says.

How often does that happen? “It would be a way easier question if you asked me how many years we don’t get to planning level five. Almost never.”

CORONAVIRUS CONCERNS As if that was not enough, this year’s coronavirus pandemic has added yet another layer of worry for aerial firefighters. “We don’t yet have 100% clarity on how much that is going to affect us,” Kerley says, adding that the virus has already severely impacted preparations early in the year. Some training has had to be curtailed and moved online and cleaning protocols are being stepped up,

but social distancing is difficult in a rough and dirty environment with many people at close quarters for extended periods.

Aerial units are beginning to rely more on unmanned air vehicles for reconnaissance, detection, mapping and planning out the distribution of resources to fight fires. This year, that part of the aviation fleet could play a greater role than ever before.

“Intelligence is going to be a premium this year, because we’re not going to have enough stuff to go around. We need to get real-time information to the decision makers to help with that prioritisation process,” Kerley says.

“We can use sensor technology and satellite technology to an extent, but it’s one thing to detect the fire out in the middle of nowhere, and another thing organising the logistics of getting folks there to suppress it, along with this whole corona crisis – you can just imagine the massive amount of co-ordination going on right now.” ■ 5-11 May 2020 | Flight International | 27

AERIAL FIREFIGHTING Special report

Rain makers

Coulson Aviation has introduced the Fireliner Boeing 737-300 conversion

As the northern hemisphere wildfire season takes hold, agencies have an array of new aerial firefighting aircraft to choose from – but is the public sector prepared to invest?

MURDO MORRISON LONDON

lobal SuperTanker Services’ Boeing 747-400 is perhaps the ultimate heavy weapon in the neverending war on wildfires. “We don’t put out fires,” says Dan Reese, president of the company that operates the world’s largest water bomber, its capacity more than twice that of anything else on the market. “But we contain and control them.”

With tanks able to drop 72,700 litres (19,200USgal) of water or 66,300 litres of retardant, the jumbo freighter entered service in 2016 after the only other 747 firefighting aircraft, a -100, was scrapped when owner Evergreen folded in 2013. Reese says his SuperTanker can be dispatched from its Colorado Springs base to anywhere in North America in 4h 30min – or to almost any location globally in 20h.

It may not be the lowest-cost and nimblest asset when it comes to aerial firefighting, but Reese insists that the 747’s ability to make a devastating initial assault on a wildfire means its value is unmatched. “Diversity is the key in any firefighting operation,” he says. “We never profess to be the best tool for everything, but we are an amazing tool for when people need a big hammer.”

Recent years have seen the firefighting agencies’ toolbox expanded with an array of

Sikorsky

G

new types. Aside from Global SuperTanker Services’ 747-400, Canada’s Coulson Aviation is introducing a fleet of 737 “Fireliners”, which it fits out itself. At the 2018 Farnborough air show, Lockheed Martin unveiled its “FireHerc” a civil-certificated air tanker variant of its C-130J Super Hercules.

The latest generation of Lockheed subsidiary Sikorsky’s Firehawk helicopter, the S-70i, has gone into operation with three Californian agencies. Meanwhile, another Canadian outfit, Viking Air, has introduced to service with Montana’s Bridger Aerospace the first of up to six revamped versions of the CL-415 water bomber, previously built by Canadair and then Bombardier.

The CL-415EAF – or Enhanced Aerial Firefighter – is a modified, low-hours Canadair CL-415. The upgrade is a “bridge”, explains Viking executive vice-president sales and marketing Rob Mauracher, to the in-development CL-515, the first “purpose-built aerial firefighter” in decades. British Columbiabased Viking plans to fly the amphibian – an all-new version of the CL-415 – in 2024.

Firefighting agencies and governments whose territories are prone to wildfires will welcome the additional choice on the market.

After devastating fire seasons in Australia and California and global temperatures on a seemingly unwavering upward trajectory, authorities are braced for another gruelling campaign

Los Angeles County Fire Department updated its fleet with enhanced Sikorsky S-70i in 2019 28 | Flight International | 5-11 May 2020

“One of the reasons we jumped in is that there is a patchwork of different capabilities out there” Tony Frese Vice-president business development for air mobility and maritime missions, Lockheed Martin

– and this year’s challenge could be made tougher by the coronavirus crisis.

Ground-based firefighters are the foot soldiers in the fight against forest fires, and concerns over restrictions on billeting crews in close quarters could mean an expanded role for aerial assets as the northern hemisphere fire season gets under way. Whether this feeds through to greater demand for the services of operators – and ultimately new aircraft – depends largely on how bad the blazes get.

British Columbia-based Coulson converted its first former Southwest Airlines 737-300 in 2018 and the aircraft has seen action in both Australia and the USA. A second example was sold and delivered to the New South Wales government last August; Coulson will operate it on the state’s behalf. A third is being modified by Coulson and will enter service in 2021.

Chief executive Wayne Coulson calls the Fireliner – which can deliver 15,000 litres of flightglobal.com

AERIAL FIREFIGHTING

Coulson Aviation

Programmes

retardant from its twin tanks in less than 3s – the first “multpurpose fire tanker in the world”. It is certificated for 72 passengers, allowing firefighters to be flown to the scene of an outbreak. The conversion, which includes installation of Coulson’s retardant aerial delivery system roll-on tanks, takes 43,000h at its Vancouver Island facility.

The company – which has 36 years’ experience in aerial firefighting and also operates C-130Hs and helicopters – was in March awarded a multi-year contract with the US Forest Service to operate the Fireliner as part of the agency’s Next Generation Large Air Tanker Services requirement.

VERSATILE ASSET Mauracher dubs the CL-515 – which Viking had planned to launch around now but has delayed until the fourth quarter because of coronavirus – a versatile “multipurpose” aircraft for “year-round use” that can be adapted in 1h to a search and rescue platform using detachable pods. However, with its high wings and amphibious water-scooping hull, its primary role will remain as an aerial firefighter.

Bombardier sold the rights to its CL-215 and CL-415 to Viking parent Longview Aviation in 2016 after shipping the last of around 160 water bombers built from 1969 in 2014.

Although not a new airframe, CL-415EAF modifications include a Collins Aerospace flightglobal.com

Pro Line Fusion cockpit, new Pratt & Whitney Canada PW123AF turboprops and replacement of all “obsolete parts”. The conversion takes 80,000h.

Bridger Aerospace is due to take delivery of its second CL-415EAF in June, two more in 2021 and a final pair in 2022. The governments of Indonesia and Saskatchewan have also ordered one each. The CL-415EAF will “keep people focused on the asset”, as Viking concentrates on the more ambitious effort to certificate and market the CL-515 as a replacement for older-generation water bombers, says Mauracher.

The new-build aircraft, for which Indonesia has six commitments, will deliver a 15% increase in efficiency over the EAF, he says, along with “enhanced corrosion protection”, higher landing weight, and “a bunch of system changes” still being finalised. Mauracher says Viking is “working to sign up customers ahead of launch” and is in talks with the EU and several of the union’s member states.

Peru and Romania are among those using Leonardo’s C-27J Spartan as firefighters. Both nations have carried out operations using on-board Caylym Guardian containers: 1,000 litre corrugated cardboard boxes that can be dropped from rear-loading transport aircraft to create “an instant and accurate rainstorm”, according to the Californian systems manufacturer.

Leonardo says the C-27J is in “continuous

evolution” as a firefighter, with Simplex Aerospace’s Fire Attack System the latest option. A 10,600 litre tank is installed in just over 1h via the rear loading ramp, with no major structural modifications, says Leonardo, giving the type “significantly lower acquisition and operating costs than a dedicated firefighting platform”.

Leonardo is also working with the Scodev consortium – which includes Belgium’s Sonaca and has been funded by an EU research grant – on a reel-and-hose scooping device that can be deployed at 100ft above the surface of an area of water, allowing an onboard tank to be filled “at high speed”. Scodev hopes to have the system certificated this year.

Derivatives of Hercules transports have been used as firefighters – including by Coulson – for many decades, but the LM-100J, a replacement for the L-100 freighter produced between 1964 and 1992, is Lockheed’s first attempt to market a dedicated water bomber. The variant received its US Federal Aviation Administration certification in November last year.

The FireHerc variant of the LM-100J addresses a “boutique mission”, says Tony Frese, vice-president business development for air mobility and maritime missions. “One of the reasons we jumped in is that there is a patchwork of different capabilities out there and we think we can take firefighting to the next level and be far more effective,” he adds.

STRONG CONTENDER Jet airliner derivatives are not optimised for firefighting, says Frese, because they “were never designed to fly low, slow and heavy at 200ft off the ground”. However, the FireHerc’s straightwing design and turboprop engines “allows it to excel in supporting this challenging lowlevel, low-speed firefighting mission profile like no other large airliner in operation”.

Lockheed, which is working on a nighttime firefighting capability for the FireHerc, has not received any orders for the variant, but is “working closely with governments”.

Frese adds: “This is the future of aerial firefighting – a purpose-built aircraft that will take us from where we are today to where we need to be, with a full spectrum of day and, eventually, night firefighting.”

The S-70i Firehawk from sister company Sikorsky is the latest version of the firefighting Black Hawk derivative that has been in service since 2000. The State of California’s CAL FIRE agency, Los Angeles County and the San Diego Fire Rescue Department added the S-70i to their fleets in 2019, and deliveries are continuing, with a total of 12 examples expected to be deployed for this year’s fire season.

Enhancements on the new version include an automatic water snorkel reel system with a refill pump that can siphon 3,790 litres in 45s while hovering, rather than 1min on the original ❯❯ 5-11 May 2020 | Flight International | 29

AERIAL FIREFIGHTING

LM-100J variant is optimised for the low flying with heavy loads needed in aerial firefighting Russia’s other main firefighting aircraft in the fixed-wing world is the Beriev Be-200 amphibian. In late 2018, the specialist manufacturer – part of United Aircraft – won an order for four aircraft with six options from US firm Seaplane Global Air Services, with all but the first pair fitted with SaM146 engines from the PowerJet NPO Saturn and Safran joint venture that equips the Sukhoi Superjet.

POPULAR WORKHORSE One of the most common firefighting aircraft is the Air Tractor AT-802F, with dozens deployed in the recent Australian fires. Swedish aerospace group Saab recently secured its first firefighting deal, a four-year contract from the country’s civil contingencies agency to have two AT-802Fs on call for duties in Sweden and other EU countries.

The agency required an aircraft that could take on 3,000 litres of water in a scoop and reach anywhere in Sweden from its Nykoping base within 3h. Because of its size, the AT-802F can be filled from nearby water sources, says Ellen Molin, head of Saab’s support and services unit. “It is important to have a prompt

Mike Macleod/Viking Air

❯❯ version, thanks to a different suction method. Manoeuvrability has been raised to 4g and tank control panels have been modernised to reduce pilot workload, says Jeanette Eaton, vice-president business development.

So far, sales of the Firehawk, which is modified for Sikorsky by Air Methods company United Rotorcraft, have been restricted to the USA. However, with 56 legacy Black Hawks involved in firefighting around the world and 3,600 military variants in service in 30 countries, Eaton believes the type has significant export potential.

One of the most widely used rotorcraft for firefighting is the Russian Helicopters Kamov Ka-32, with its distinctive coaxial rotor design.

Sixty of the European-certificated Ka-32A11BC variant are in service. Among the users of the helicopter for firefighting outside Russia are the South Korean forest service, Babcock in Spain, and Everjets in Portugal.

The Ka-32A11BC comes with 90 optional equipment items, says the manufacturer, including the Simplex system, SEI Industries’ Bambi Bucket, a water cannon and, depending on the configuration, it can carry up to 5,000 litres of water. Crews can also use nightvision goggles.

Russian Helicopters sees the market for firefighting helicopters increasing, and says a modernisation programme for in-service Ka-32 helicopters should increase the family’s appeal. The latest Ka-32A11M variant includes an avionics upgrade, higher performance Klimov VK-2500PS engines and a new fire suppression system. Test flights are scheduled for early 2021.

The advantages of a helicopter over a fixedwing water bomber include being able to hover over a fire and discharge with a high degree of accuracy, as well as being able to take on water from “nearby bodies of water of practically any size”, says Russian Helicopters. Rotorcraft have the added capability of being used in urban areas, especially for tackling blazes in high-rise buildings.

Lockheed Martin

Special report

Viking Air recently delivered its first updated CL-415EAF to operator Bridger Aerospace 30 | Flight International | 5-11 May 2020

national response to forest fires, and this service is going to help deliver that,” she adds.

Israel is another country that has found itself more at risk from wildfires. Elbit Systems late last year demonstrated a method of dropping liquid pellets from 500ft – four times higher than the normal altitude for water bombing. Unlike conventional liquid, the pellets do not evaporate before they hit the ground. This, says the Israeli firm, makes firefighting at night less risky.

In the exercise, Elbit and the firefighting squadron of the Israeli air force released 1.6t of biodegradable liquid pellets from an airborne dispenser over a burning field, achieving a “precise hit”. Although an AT-802F was used in the trial, Elbit says the system would be compatible with almost any fixed- or rotary-wing firefighting aircraft.

Back in Colorado, Reese and his colleagues enter the northern hemisphere fire season waiting for the phone to ring. The company’s business model relies largely on call-outs and ad hoc hires, rather than exclusive-use summer-long contracts. This means that, in a busy fire season, the 747 SuperTanker could be in high demand around the world.

However, if the fire season is quieter than normal, such a hugely expensive asset can sit idle for much of the time, not earning money.

It is a dilemma for the fire authorities: invest in keeping operators and aircraft on retainer as an insurance policy – even if they might rarely be required – or go to the market only when there is a need and risk the best weapons being unavailable.

Some believe that fire agencies have for too long relied on an existing pool of ageing aircraft and left the market to carry the risk when it comes to investing in newer equipment. In an ever-warmer world, where forest fires are increasingly proving a danger not just to wildlife and the environment but to human life, this approach may no longer be sustainable. ■ flightglobal.com

STRAIGHT&LEVEL From yuckspeak to tales of yore, send your offcuts to murdo.morrison@flightglobal.com

In descent exposure

Training RAF boys The Air Ministry scheme for the entry and training of boys for the Royal Air Force is now in active operation.

Examinations will take place twice yearly and candidates must be between the ages of 15 and 16½ years. At the end of three years qualified boys are promoted to leading aircraftmen.

Never known to under-report a story, a breathless Daily Mail article on the Emirates Airbus A380 glideslope incident over Moscow explains that “the crew of Flight EK-131 entered a rapid descent. However, they were wrong about their initial assumption that their glidescope, a landing instrument, was showing them the incorrect information.”

A glidescope is, according to a handy online medical tutorial, a “device that is used for difficult airway management”.

Sounds about right – until you realise that it’s not that sort of airway. It’s for laryngoscopies.

Changing over Production of Liberator bombers will cease before August, according to a recent statement in Detroit.

Studies are being made to see if the plant can be adapted for the production of other types. The reason for these changes is said to the report from Europe that “the Luftwaffe has been whipped”.

Working classy Following our recent obituary of Joe Clark, Martin Leeuwis sends us this cartoon by his late colleague, Ton van Andel, which paid tribute to the winglet pioneer 25 years ago in the pair’s book of aviation cartoons, Say How more and more popular among working class people… business aviation is set to continue its growth and support post-crisis recovery of this sector.”

Sid: “Planning any nice holiday after this coronavirus stuff is over?”

Stanley: “Me and Sharon was going to do a fortnight in Majorca. But Ryanair would only give us middle seats so we’ve decided to take one of them Gulfstreams to the Maldives instead.”

BAE Systems

Guppy acquired

Holding position until October

Recalling 809

Avia Solutions Group

At a time when every day brings more doom and gloom and most of the Western world is in lockdown, the award for the most glass-half-full press release of the crisis surely goes to Cyprus-based Avia Solutions. It reports that private aviation companies are seeing “an increase of 400%” in bookings, with the “massive explosion” due to travel restrictions and social distancing.

While we appreciate that this bit might have got slightly lost in translation, Avia Solutions goes on to say that “business aviation companies already report a massive number of new clients who have never flown private. Therefore, by becoming

After this I go back to the white van flightglobal.com

Publication of Harrier 809, the much-anticipated new release from author Rowland White, has been delayed by the coronavirus pandemic but will be available this year. Originally timed to publish in April to coincide with the anniversary of the Falklands War, it is now due for release in October.

The book examines the vital roles of military aviation and the British Aerospace Harrier force during the 1982 conflict in the South Atlantic. A full review will appear on this page nearer the time of publication, when Uncle Roger has finished reading it!

Negotiations for the sale of an Aero Spacelines Guppy 201 outsize C-97/ Stratocruiser development to SNIAS and Deutsche Airbus have been completed with a contract price reported to be about $9 million (£3.75 million).

The aircraft will carry A-300B components.

Be-200 wins orders Beriev says that it has secured what amounts to launch orders for its Be-200 amphibian from Russia’s Federal Forestry Service and the Ministry of Emergency Situations. The Federal Forestry Service claims that it will need 50-60 firefighting aircraft between 1996 and 2005.

5-11 May 2020 | Flight International | 31

READER SERVICES EVENTS

EDITORIAL, ADVERTISING, PRODUCTION & READER CONTACTS

24-28 June Eurasia air show Antalya, Turkey eurasiaairshow.com

10-12 August AUVSI Xponential Boston, USA xponential.org/xponential2020

16-20 September Africa Aerospace & Defence Expo Centurion, South Africa aadexpo.co.za

23-25 September World Aviation Festival 2020 London, UK terrapinn.com/conference/ aviation-festival/index.stm

6-8 October NBAA Orlando, USA nbaa.org/bace

19 October Airlines 2050 London, UK flightglobalevents.com/ airlines20502020

28-29 October Mexico’s Aerospace Summit Queretaro, Mexico mexicoaerospacesummit.com

10-12 November European Rotors Cologne, Germany europeanrotors.eu

8-10 December MEBAA Show 2020 Dubai, UAE mebaa.aero

21-22 January 2021 International Conference on Aircraft Design and Aerodynamics London, UK waset.org

23-26 February Avalon Geelong, Australia airshow.com.au/airshow2021

24-26 March Aerospace Tech Week Toulouse, France aerospacetechweek.com

30 March-1 April Aeromart Montreal Montreal, Canada montreal.bciaerospace.com

13-15 April Aircraft Interiors Expo Hamburg, Germany aircraftinteriorsexpo.com

18-20 May EBACE Geneva, Switzerland ebace.aero

21-27 June Paris air show Paris, France siae.fr

For a full list of events see flightglobal.com/events

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WORKING WEEK WORK EXPERIENCE JOHN DANDURAND

People person thrives on support How did you get into aviation?

Growing up in Wichita, Kansas, known to many as the air capital of the world, I had the good fortune to be exposed to the aviation industry from a young age. Like many people, once introduced, I was hooked. My family owned a small construction company where I quickly learned the satisfaction that comes from building and maintaining things. In 1997, I began my aviation career at Cessna. This allowed me to explore my interest in aviation and at the same time, to be involved in a business that builds and maintains tangible products. For me, this is the best of both worlds.

How has your career progressed?

My career began in human resources. Not surprisingly, I quickly gravitated towards working closely with the production and aftermarket aspects of the business as they involve the building and maintenance of our products. After moving through the ranks at Cessna, I transferred to Bell, where I worked in the military aircraft assembly and delivery centre in Amarillo, Texas. In 2007, I returned to Textron Aviation as director of human resources for integrated supply chain. Having spent several years of my career working closely with the build process, I was given the opportunity to lead the build teams. In 2012, I became director of assembly operations, where I was responsible for assembly of Citation business jets and the Caravan single-

Textron Aviation

A background in construction and a career start in human resources helped shape John Dandurand’s affinity for building objects and relationships, as head of Textron Aviation’s European service network

Working around aircraft is a fringe benefit of the job, says Dandurand engined turboprop. In 2016, I moved into customer services, which allowed me to interact with our teams around the world supporting our products in the field. Early last year, I started my current role as vice-president of European service centres.

What are the highlights?

It is always rewarding to see the end products we create and fascinating to see the mechanical systems and technology involved in building and maintaining them. The people we work with make my job all the more enjoyable. I love being part of such an enthusiastic team.

How would you describe your current role and responsibilities?

I am responsible for operating service facilities, line service stations and mobile service units through-

out Europe. Along with the European customer service team, my main objective is to provide customers with the ongoing aircraft maintenance and support to maximise aircraft availability and effective operations.

What plans does Textron Aviation have for its European service centre network?

Our strategy in Europe is to provide support for the aircraft we produce with centrally located, company-owned service centres in the region. In addition, we recently expanded our parts warehousing/distribution centre, doubling its size and significantly increasing regional inventory levels and part counts. We also provide customers enhanced access to parts and service through regional mobile units, line stations

and aircraft on ground and technical support co-ordinated through our 1CALL support team service which can be reached 24h per day. We provide complete support for all Beechcraft, Cessna and Hawker aircraft in Europe at our service centres in Doncaster, Dusseldorf, Paris, Prague, Valencia and Zurich, and offer line service at Biggin Hill, Cannes, Geneva, Nice and Stuttgart.

What do you enjoy most about your job?

For me, it comes down to the people and the products. I have the opportunity to work with customers and colleagues alike who are passionate about what they do. As a bonus, let’s face it – aircraft are cool and I get to work around them every day.

What are the challenges facing business aviation?

Our industry continues to change and evolve. While this is a challenge for everyone in aviation, it brings the opportunity for us to find new and better solutions, and identify new paths forward for the industry to thrive. I am confident in the future of business aviation and welcome the challenges that come along the way. Q Looking for a job in aerospace?

Check out our listings online at flightglobal.com/jobs

If you would like to feature in Working Week, or you know someone who would, email your pitch to kate.sarsfield@ flightglobal.com

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