Flight International 2014 07 29

FLIGHT
INTERNATIONAL
ROLLS REVERSAL
HOW UK ENGINE
MAKER WON ITS
WAY ONTO AIRBUS
NEWS FOCUS P22
TWISTS IN THE TAIL
Dreamliner in debut at
Farnborough show reveals
details of stretch versions
aerodynamic tweaks 16
FOKKER REBIRTH
Launch of Dutch-built jet
moves closer as start-up
seeks fnancing and
programme partners 17
INVESTIGATION
WHAT NOW?
Dealing with the fallout from MH17
9 7 7 0 0 1 5 3 7 1 2 6 6
3 1
3.40
29 JULY-4 AUGUST 2014
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Inside the world of
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Flight International is your essential weekly summary of key
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29 July-4 August 2014
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Flight International
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FLIGHT
INTERNATIONAL
Embraer enters critical stage with E2 with design freeze
scheduled for end of 2014 P15. Guidance on go-arounds
the subject of international safety policy review P29
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FLIGHT
INTERNATIONAL
ROLLSREVERSAL
HOWUKENGINE
MAKERWONITS
WAYONTOAIRBUS
NEWSFOCUSP22
TWISTSINTHE TAIL
Dreamliner in debut at
Farnborough show reveals
details of stretch versions
aerodynamic tweaks 16
FOKKERREBIRTH
Launch of Dutch-built jet
moves closer as start-up
seeks fnancing and
programme partners 17
INVESTIGATION
WHAT NOW?
Dealing with the fallout fromMH17
9 7 7 0 0 1 5 3 7 1 2 6 6
3 1
3.40
DEFENCE
18 Airbus targets Poseidon in UK maritime
patrol battle.
Private sector to drive Indias Avro
replacement.
Flybe to support RAF Atlas feet
19 Boeing blames wiring redesign for
$272 million KC-46A charge.
Three compete for Danish fghter deal.
Indian air force signs for six more C-130Js
20 Gray Eagle puts NERO electronic warfare
system aloft.
Grob Aircraft scans for buyers worldwide
with G520 NG.
Raytheon aims SDB II towards UKs Spear
requirement
BUSINESS AVIATION
21 Evektor foats plans for amphibious EV-55
in wake of fresh investment.
Large jets surge in 20-year forecast
NEWS FOCUS
22 How Rolls-Royce won Airbus
REGULARS
7 Comment
32 Letters
34 Classied
37 Jobs
43 Working Week
NEWS
THIS WEEK
8 KAI selected for 4.5t rotorcraft
programme
9 Attractions of A330neo causes Hawaiian
to switch from A350-800.
Taiwans Aviation Safety Council to
investigate ATR 72-500 loss.
Hachey to leave Bombardier in unit
restructure
AIR TRANSPORT
14 Airbus to revamp A380 door seals after
loss of cabin pressure.
Al Baker warns over German access
restrictions.
Airbus in no rush to move towards
Beluga replacement
15 Embraer enters critical stage with E2
programme
16 787-9 reveals aerodynamic advances on
tailplane and fn.
Airline fyers asking for wi-f, Honeywell
survey reveals.
A350-900 passes fnal braking tests prior
to certifcation
17 New Fokker 100 twinjet edging closer
to reality.
Sukhoi bides time over Superjet engine
upgrade
COVER STORY
10 Accusations fly after MH17 tragedy
As factions in Ukraine blame one
another, the investigation must deal with
an insecure crash site in a war zone
FEATURES
24 HALF-YEAR SAFETY Better prepared
Industry must learn from near misses
and expect the unexpected
27 Accidents and incidents Flightglobal
data for January-June 2014
29 Second chances Forum studies pilots
behaviour to clarify policy on go-arounds
VOLUME 186 NUMBER 5450
PIC OF THE WEEK
This shot, supplied by Dassault, shows the
wings of the rst Falcon 8X about to be
mated to the fuselage of the airframers
agship business jet. Assembly was
completed at the end of June and Dassault
is now preparing the Pratt & Whitney
Canada PW307D-powered trijet for its rst
ight early next year.
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ightglobal.com/imageoftheday
P
A
COVER IMAGE
As investigators struggle to
gain access to the crash
site of the downed Malaysia
Airlines Boeing 777 ight
MH17 in eastern Ukraine,
our analysis looks at the
circumstances surrounding
the incident P10
NEXT WEEK GULFSTREAM 650ER
Gulfstreams fagship G650ER gets the
cutaway treatment and we provide an
in-depth look at this 7,500nm
(13,900km) ultra-long-range business jet.
G
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THE WEEK ON THE WEB
ightglobal.com
fightglobal.com
CONTENTS
Flightglobal reaches up to 1.3 million visitors from 220
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BEHIND THE
HEADLINES
Vote at ightglobal.com/poll
Find all these items at ightglobal.com/wotw
QUESTION OF THE WEEK
For a full list of reader services, editorial
and advertising contacts see P33
EDITORIAL
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Total votes: 3,829
This week, we ask: MH17 shoot down
Airlines should have been avoiding conict zone
Could not have been foreseen
43
%
10
%
47
%
Runaway success Niche product Panic measure
Last week, we asked: The A330neo is a? You said:
HIGH FLIERS
The top ve stories for the week just gone:
1 FARNBOROUGH: Aero secrets of Boeings new Dreamliner
2 FARNBOROUGH: Boeing asked to rein in 787-9 display
3 PICTURE: A350 rejects take-off at maximum energy
4 ANALYSIS: Farnborough air show 2014 order tracker
5 ANALYSIS: Rolls and Airbus how the latecomer excelled
The DEW Line provides a brief update on the Royal Navys
CVF-class aircraft carrier programme. Less than two weeks
after its naming ceremony, the 65,000t HMS Queen
Elizabeth oated out at
Rosyth, Scotland on 17 July.
The ship is scheduled to
begin sea trials in 2016.
Second of class vessel HMS
Prince of Wales will enter fnal
assembly in September.
Meanwhile, the RN on 22 July
marked a handover between the carrier HMS Illustrious and
dedicated helicopter carrier HMS Ocean. Lusty is leaving
service after 32 years of use, as the 21,500t Ocean
returns to use after a 65 million ($110 million) reft, says
The DEW Line. Arie Egozi discusses on his Ariel View blog
how the Israeli Defense Forces are using unmanned air
systems to locate and destroy rocket launchers in Gaza and
to supply real-time intelligence to ground forces.
Flightglobals operations and
safety editor, David Learmount,
has done the rounds of TV chan-
nels and radio studios in the
wake of the Malaysia Airlines
MH17 crash. He has shared his
expertise with a host of stations
including BBC World, Sky News,
Channel 5, France 24, NBC and
Russia Today. He says, the sub-
jects most reporters wanted to
examine is why airlines are not
banned from airspace near
confict zones, and how the inter-
national inquiry will work. Our
MH17 coverage starts on P10.
IN THIS ISSUE
Companies listed
AerCap ........................................................17
Aerofot .......................................................... 9
Aeronaves ....................................................27
Air Algerie ...................................................... 8
Airbus ....................... 8, 14, 15, 16, 18, 22, 23
Air Greenland ...............................................27
Air India .......................................................27
Alenia Aermacchi .........................................18
Aliansa ........................................................27
All Nippon Airways .......................................13
Arkia Airlines ................................................13
Asiana ........................................................... 9
Aspirasi Pertiwi ............................................21
Beechcraft ...................................................20
Bell Helicopter .........................................8, 21
Boeing .......... 8, 12, 15, 16, 18, 21, 22, 23, 24
Bombardier .................................8, 15, 18, 21
Carson Air ....................................................27
Cathay Pacifc ..............................................23
ConnectJets .................................................21
East Air ........................................................27
Embraer ...........................................15, 17, 21
Emirates ......................................................14
Engine Alliance ............................................23
Ethiopian Airlines .........................................25
Etihad Airways ..............................................14
Evektor ........................................................21
Falcon Aviation Services ..............................21
Flybe Aviation Services ................................18
Fokker..........................................................17
Garuda Indonesia ........................................27
General Atomics Aeronautical Systems ........20
General Electric .....................................22, 23
Genesys Aerosystems ..................................20
Global Air Connection ..................................27
Grob Aircraft.................................................20
Guicango .....................................................27
Hageland Aviation Services ..........................27
Hawaiian Airlines ........................................... 9
Hindustan Aeronautics .............................8, 18
Honeywell Aerospace .......................15, 16, 20
Iran Air .....................................................8, 13
Jet2 .............................................................27
Jetstar Asia ..................................................27
Kenya Airways ..............................................27
Korea Aerospace Industries ............................ 8
Korean Air Lines ...........................................13
Lion Air ........................................................27
Lockheed Martin ..........................................20
Lufthansa ....................................................14
Malaysia Airlines ..........................8, 12, 24, 27
MBDA ..........................................................20
McDonnell Douglas......................................13
Mitsubishi ....................................................17
NatureAir .....................................................27
Nepal Airlines ........................................24, 27
NetJets ........................................................21
Northrop Grumman ........................................ 8
Piaggio Aero .................................................21
Pratt & Whitney ......................9, 15, 17, 22, 23
Qatar Airways ...............................................14
Raytheon .....................................................18
Red Wings ...................................................24
Rolls-Royce ........................................8, 22, 23
Sibir Airlines .................................................13
Singapore Airlines ........................................14
Sukhoi .........................................................17
Textron .........................................................21
Thai Airways .................................................17
TransAsia Airways ........................................... 9
Trans Guyana Airlines ...................................27
Travel Service Airlines ...................................27
Tupolev ..................................................13, 24
US Airways ...................................................27
Yemenia ......................................................... 9
6
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Download The Engine Directory.
ightglobal.com/ComEngDirectory
Download the new Commercial Engines Report
now updated for 2014 with enhanced data and in-depth market analysis
ightgIobaI.com/commengines
COMMENT
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See Feature P29
T
he most common category of airline accident all
over the world is the runway excursion. It follows
that, if the industry could identify the causal factors in
detail, then nd ways to mitigate them, this move
would have the potential to lower the accident rate
more than any other safety strategy.
A factor in the majority of runway overruns or excur-
sions on landing is that the nal approach to land was
not stabilised. So back in 2010 the airlines came up
with a denition of a stable approach and told their
pilots that if they were not stable by 1,000ft on nal ap-
proach they were to go around again.
But overruns kept happening anyway. Why? It turns
out that pilots ignored that advice more than 90% of
the time, but that when they did ignore it they still
landed safely more than 90% of the time. If that sounds
confusing, it gets worse: when pilots go around they
often handle the manoeuvre badly sometimes fatally
badly for all on board. So is it best to land anyway be-
cause the go-around is even more risky?
The Flight Safety Foundation, leading the research
on this frustrating issue, is refusing to be beaten, and is
examining in great depth not only the visible problems
pilots face, but also the psychological factors that bear
on their dynamic decision-making in the critical land/
go-around phase. Overruns are not always fatal, but if
the FSF is successful it will save a lot of bent metal.
Do I do or do I dont?
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Rebels can defend the crash site, but not their actions
See This Week P10
Read our archive of Flight
International comments on
editor Murdo Morrisons blog at
ightglobal.com/comment
The circumstances surrounding the loss of a second Boeing 777 with an MH callsign
raise questions about investigation protocols and airspace status over confict zones
Summary injustice
T
he loss of ight MH17 is not about Malaysia
Airlines. Everyone in the aviation industry knows
what a cruel irony it is that this carrier has lost a second
Boeing 777 with everybody on board again apparent-
ly through no fault of its own and empathises with its
employees at a dark time.
Of course, if this disaster is conrmed as the uninten-
tional shoot-down it appears to be unintentional in the
sense that MH17 was not the intended target we con-
demn the trigger-happy carelessness that led to it, and
the Russian government for supporting the unrest in
eastern Ukraine that created the circumstances in which
such an act could take place. There is no reason to doubt
evidence that the fatal missile was launched from sepa-
ratist-held eastern Ukraine. It is almost beyond belief
that Russian President Vladimir Putin would risk put-
ting in rebel hands weaponry of this power without hav-
ing control over its use. Perhaps it will turn out not to be
so, but at present Russias explanations for the shoot-
down have zero credibility.
There are reasons to be optimistic about a high qual-
ity independent international investigation carried out
strictly according to the International Civil Aviation
Organisations Annex 13, which governs standards for
accident investigation. This is despite the disadvan-
tages the investigators face: the accident site was
unsecured for a week or more, and the ight data
and cockpit voice recorders were in the hands of
A system where ICAO issues a
categorised risk level to the
airlines would be a good start
u nauthorised rebel personnel for several days before
being handed over. At the time of going to press, the
UK Air Accidents Investigation Branch had been
tasked with downloading the recorders and passing the
results to the Dutch Safety Board, the designated lead
agency. The AAIB reports the cockpit voice recorder
had been downloaded and did not appear to have been
tampered with. But the fact that evidence and equip-
ment was not held in sterile conditions while awaiting
professional investigation gives any nation that does
not like the reports conclusions the opportunity to dis-
miss them. We hope no-one will stoop that low.
Meanwhile, there is a case for reviewing the way
airspace status over conict zones is rated. At present
there is no standardised system. ICAO is the only
agency with the credibility to run such an advisory sys-
tem, which can only ever be advisory anyway. But a
system where intelligence-based warnings are fed to
ICAO, and where it issues a categorised risk level that
the airlines understand, would be a good start.
THIS WEEK
fightglobal.com 8
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global rotorcraft sector, go online to
ightglobal.com/helicopters
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FINAL THREE-WEEK LAP FOR A350-900
FLIGHT TESTING Airbus has launched a three-week route-proving
campaign using its ffth A350-900, marking the start of the twinjets
fnal certifcation stage. Aircraft MSN5, which has a furnished cabin
comprising 265 seats, will use 14 airports across the world and a
route via the North Pole, says Airbus. Tests will include performance
from high-altitude airfelds and automatic landings, as well as airport
turnaround and handling tests intended to prove that the Rolls-Royce
Trent XWB-powered aircraft is ready for airline operations.
ANA SET TO BECOME FIRST TO OPERATE 787-9
AIRLINES All Nippon Airways will become the frst carrier to operate
the Boeing 787-9. Its frst aircraft is due to arrive in Tokyo on 29 July,
after being delivered at Boeings Everett factory two days earlier, and
will initially be deployed on domestic routes. Air New Zealand, the
frst to receive a 787-9, will start using the type in October.
AUSTRALIA ADVANCES SEARCH FOR MH370
INVESTIGATION Australia says the bathymetric survey of ocean
foor where lost Malaysia Airlines fight MH370 is suspected to have
crashed is well under way using two vessels, while the Australian
Transport Safety Bureau assesses tenders related to an upcoming
underwater search. The hunt for the Boeing 777-200ER, which dis-
appeared on 8 March, continues uninterrupted, says Warren Truss,
minister for infrastructure and regional development.
MORE DHRUVS FOR INDIA
ORDER Hindustan Aeronautics is to manufacture 16 Dhruv Mk III
advanced light helicopters each for the Indian navy and coastguard.
Approved by the nations Defence Acquisition Council, the deal is
worth around $1.19 billion, including spare parts and support.
AIR ALGERIE MD-83 GOES MISSING
INCIDENT As we closed for press, there were no details on the loca-
tion of an Air Algerie Boeing MD-83 that lost radar contact after de-
parting Ouagadougou in Burkina Faso on 24 July. The service, being
operated by Spanish carrier Swiftair, departed at 01:17 local time
and was due to arrive in Algiers at 05:10. The MD-83 was transport-
ing 110 passengers, two pilots and four cabin crew.
US NAVY SCANS FOR FIRE SCOUT RADAR
SENSORS The US Navy wants information from potential suppliers
of a maritime radar for its Bell 407-based Northrop Grumman MQ-8C
Fire Scout unmanned air vehicle. To have a minimum 180 feld of
regard and with synthetic aperture radar and surface search modes,
the payload should weigh no more than 81.7kg (180lb).
BOEING TALKS TO IRAN AIR OVER SPARES
AFTERMARKET Iran Air and its subsidiary Iran Airtours have held
discussions with Boeing over the supply of services, including spare
parts, for their aircraft feets. The talks follow US government ap-
proval to pursue business with Iran following dialogue last year over
its nuclear programme, and an agreement to ease US sanctions.
UPGRADED AWACS RETURNS TO SERVICE
MODERNISATION The French air force has begun operating its frst
upgraded Boeing E-3F airborne warning and control system (AWACS)
aircraft, following successful fight testing conducted from its Avord
air base. Three more aircraft will be modifed by late 2016.
BRIEFING
about potential co-operation on
the programme.
Development of the LCH is
expected to be completed in
2020, and the LAH in 2022. KAI
foresees demand for 400
examples in South Korea, and a
market for 600 overseas.
The LCH/LAH programmes
expected development budget is
1 trillion won ($978 million),
with funding to come from the
South Korean government and
overseas investors.
Missions for the civilian LCH
will include emergency medical
services, coastal surveillance
and VIP transport tasks, says
KAI. The rotorcraft will be de-
veloped with foreign partners,
and its design subsequently
adapted to the LAH standard.
Once operational, the armed
type will replace assets
including the Bell AH-1S and
MD Helicopters MD500 current-
ly in service with the South
Korean army.
KAI has previously developed
the twin-engined 8.7t Surion
transport, with assistance from
Airbus Helicopters.
SELECTION GREG WALDRON SINGAPORE
KAI picked for 4.5t
rotorcraft project
Seoul names Korea Aerospace Industries as its preferred
bidder to design helicopter for civilian and military duties
Airbus Helicopters helped the company to develop the Surion
K
orea Aerospace Industries
has emerged as the preferred
bidder for a South Korean
programme to develop a 4.5t
helicopter with both civilian and
military variants.
The decision to appoint KAI
to develop the light civil
helicopter (LCH) and light
armed helicopter (LAH) was
made by the nations Ministry of
Trade, Industry and Energy, as
well as the Defense Acquisition
Program Administration, the
company says.
KAI was selected as a
preferred bidder for the core
technology development of the
LCH project and the system
development of the LAH pro-
ject, it says. Local media reports
indicate that it defeated a bid
from the countrys other major
aerospace player, Korean Air.
Following its selection, KAI
will create a development plan
for the LCH/LAH programme,
and select overseas systems
developers. The company has
held discussions with
AgustaWestland, Airbus Helicop-
ters, Bell Helicopter and Sikorsky
THIS WEEK
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Accusations fy
after MH17 tragedy
COVER STORY P10
T
aiwans Aviation Safety
Council has started an
i nvestigation into the 23 July loss
of a TransAsia Airways ATR
72-500, which killed 48 passen-
gers and crew.
Ten people survived the
accident, which occurred when
the regional turboprop was
operating ight GE222 between
Kaohsiung and Magong in
Taiwans Penghu island chain.
The aircraft crashed into two
houses near the latter airport, as
its crew was attempting a second
landing approach.
Reported heavy rain and poor
visibility associated with the
recent passage of Typhoon
Matmo had led the pilots to initi-
ate a go-around after aborting a
rst attempt. The aircraft came
down roughly 500m short of the
threshold and around 500m left
of the centreline of Runway 20.
Flightglobals Ascend Fleets
database shows that the
destroyed aircraft B-22810
was delivered to TransAsia in
June 2000, and was owned by
Sunshine Finance.
Taiwan has invited ofcials
from Canada, France, ATR and
Pratt & Whitney Canada to also
be involved in its investigation.
The loss is the third fatal
accident to have affected Trans-
Asia since 1988, says Ascend.
Two pilots died when an ATR
72-200F freighter crashed in De-
cember 2002, and four crew died
when an ATR 72-200 ew into
high ground in January 2005.
See Feature P29
O
ne of the last customers to re-
main loyal to the A350-800,
Hawaiian Airlines, has switched
to the A330-800neo.
The Honolulu-based carrier
has signed a memorandum of un-
derstanding for six rm aircraft,
with purchase rights for another
six A330-800neos, with deliver-
ies scheduled from 2019, it says.
The A330-800neos fuel
efciency, additional range and
commonality with our existing
A330 eet makes it an elegant
solution to our need for growth
aircraft toward the end of this
decade, says chief executive
Mark Dunkerley.
Airbus launched the A330neo
at the Farnborough air show.
The A330-800neo will be
comparable in size to Hawaiians
existing A330-200s, yet be able
to y 400nm (740km) further,
with a range of 7,450nm, and
will burn about 14% less fuel
per seat using Rolls-Royce Trent
7000 engines.
The A330-800neo order is val-
ued at roughly $2.9 billion at list
prices, the airline says.
Hawaiians conversion leaves
Airbus with just 28 remaining
rm orders for the A350-800; the
smallest of three variants in the
XWB family. Customers include
Aeroot, Asiana and Yemenia.
The airframer is widely expect-
ed to formally cancel the pro-
gramme and switch remaining
customers to the A330neo, or its
A350-900/-1000 variants.
B
ombardiers aerospace presi-
dent and chief operating
ofcer Guy Hachey is to step
down after six years in the role,
as the Canadian rm restructures
its businesses.
The company is doing away
with its aerospace division to
create four units: transportation,
business aircraft, commercial air-
craft, and aerostructures and en-
gineering services.
The heads of all four will
report to group chief executive
and president Pierre Beaudoin,
who thanked Hachey for his con-
tribution to the company.
The business segments remain
headed by former Eurocopter
chief executive Lutz Bertling at
transportation, Eric Martel at busi-
ness aircraft and Mike Arcamone
at commercial aircraft. The head
of the new aerostructures and en-
gineering services segment will be
appointed in the next few weeks.
Bombardier Aerospace group
functions and the customer ser-
vices division will be absorbed
into the three aerospace business
segments, generating reductions
in cost and overhead, says the
company. The new aerostructures
business will design and develop
complex advanced composite
and metallic aerostructures for
civil aircraft, it adds.
According to Beaudoin, the
new organisational structure will
enable us to be more agile and
exible in addressing customer
needs, while increasing our focus
on growth areas.
The cost and effort of bringing
the CSeries to market, together
with three new business jets the
Global 7000 and 8000 and the
Learjet 85 have added to
Bombardiers nancial pressures
in recent years. While Global and
Challenger business jets have per-
formed reasonably well for the
Montreal-based company, falling
orders for CRJ regional jets and
the Q400 turboprop have made it
essential that the CSeries is a
rapid commercial success.
ORDERS EDWARD RUSSELL WASHINGTON DC
A330neo sways Hawaiian
Switch from A350-800 likely to speed cancellation of XWB programmes smallest variant
Taiwan investigates ATR 72-500 loss
INCIDENT DAVID KAMINSKI-MORROW LONDON ELLIS TAYLOR SINGAPORE
The carrier will introduce its first of at least six -800-model aircraft during 2019, says Airbus
The crash killed 48 people
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ORGANISATION
GREG WALDRON SINGAPORE
Hachey to leave
Bombardier in
unit restructure
fightglobal.com 10
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For more coverage about in-fight safety,
visit our dedicated landing page at
ightglobal.com/safety
I
nvestigators are attempting to
unravel the circumstances be-
hind the loss of Malaysia Airlines
ight MH17 against a volatile
background of propaganda and
armed conict that is already dis-
torting the narrative.
Not only will the Dutch-led in-
quiry be tasked with ascertaining
whether a hostile act destroyed
the Boeing 777-200ER and wheth-
er it might have been prevented,
but it will also examine the deci-
sion making on route selection.
Surveillance data suggests that
several aircraft, including MH17,
operated along the same airway
designated L980 towards way-
point TAMAK on the Russian bor-
der in their transit of eastern
Ukraine on 17 July. The region
lies on a great circle path between
European and south-east Asian
cities and is a natural crossing
point. Malaysia Airlines describes
the route as commonly used.
But if MH17 was brought
down by a missile a suspicion
that does not appear to be disput-
ed at government level the rea-
son why this specic ight was
singled out for attack is unclear.
There is preliminary surveil-
lance evidence that MH17
strayed off airway L980 as it
passed Dnipropetrovsk at 16:00,
operating some 13km further
north than preceding ights, in-
cluding Air Astanas KC904 and
Jet Airways 9W119. This has yet
to be conrmed by the investiga-
tion team, but meteorological re-
cords indicate thunderstorm ac-
tivity in the vicinity at the time.
ALTITUDE
The aircraft left Amsterdam with
283 passengers and 15 crew and
its ight-plan, approved by Euro-
control, involved crossing Ukrain-
ian airspace at 35,000ft. Although
the carrier says this was close to
the optimum altitude, air trafc
control instructed the ight to re-
main instead at 33,000ft.
This was the rst available
cruise altitude above a closed sec-
tion of airspace within the Dnipro-
petrovsk ight information region.
Three days earlier the upper limit
of this airspace closure had been
raised from 26,000ft to 32,000ft
along routes including L980.
The change appears to have
been driven by concerns that so-
phisticated surface-to-air weap-
ons were being used to strike
high-altitude targets, following
the crash of a Ukrainian air force
Antonov An-26, which had been
ying at 21,300ft, on 14 July.
Ukrainian president Petro Po-
roshenko said the An-26 was shot
down by another, more power-
ful missile than a simple shoul-
der-launched rocket.
Despite this threat, upper cruise
levels remained open. ICAO had
warned of safety risks within the
Simferopol ight information re-
gion to the south, owing to the
Russian annexation of Crimea and
confusion over air navigation re-
sponsibility, but MH17 stayed
well clear of this airspace.
Radar contact with the aircraft
was lost at 16:20 about 50km
from the TAMAK border way-
point. There was no distress call.
Ukraines defence ministry
says an emergency locator was
detected at 16:45. Wreckage of
the 777s cockpit and forward fu-
selage shows evidence of perfora-
tion by high-velocity fragments.
US ambassador to the United
Nations Samantha Power told a
Security Council session the next
day that MH17 was likely
brought down by a radar-guided
surface-to-air missile from an
SA-11 unit, or Buk-M.
She said there was nothing
threatening or provocative about
the 777, and that it was following
its ight plan and transmitting its
assigned transponder code.
Her Russian counterpart, Vita-
ly Churkin, suggested the Ukrain-
ian authorities should share
blame, asking: Why did Ukrain-
ian [controllers] send the ight to
an area of military clashes?
Although there is evidence of a
sudden, destructive event over-
coming the 777, Ukraines de-
fence ministry insisted it had not
launched any surface-to-air mis-
siles during recent military oper-
ations against separatist forces
and that none of its ghters was
operating in the airspace.
Unveried photographs have
proliferated on social media, in-
aming the controversy. Ukraini-
an counter-intelligence arm SBUs
COVER STORY
Analysts could require
weeks to determine
whether there is
evidence supporting
a missile attack
Russias defence ministry has
offered a baffing account of the
circumstances surrounding the
loss, using radar data to suggest a
Ukrainian fghter was in the vicinity.
Its version of events accompa-
nied by maps and satellite photos
appears confused in a number of
aspects. The ministry presented a
map supposedly illustrating
MH17s track over Ukraine. It
depicted the airways from way-
points BULIG and MAKAK, through
Donetsk, to the waypoints ABOLA,
GOMED and TAMAK. These
correspond to the airways W633
and L69.
But fight-plan and publicly-availa-
ble surveillance data indicate that
MH17 was not fying either airway,
instead operating the L980 route
which also converges on TAMAK
north of Donetsk.
Deputy chief of the general staff
Andrei Kartapolov claims that
MH17 initially stayed within the
airway contained in the ministry
presentation. He says the aircraft
then deviated from the route,
straying 14km outside of the airway
to the north before attempting to
correct its course.
There is evidence from
transponder-derived surveillance
data suggesting that, as it passed
Dnipropetrovsk, MH17 moved a
few kilometres north of airway
L980.
Does Russias alternative explanation bear scrutiny?
ANALYSIS DAVID KAMINSKI-MORROW LONDON
Accusations y after MH17 tragedy
Confusion characterises early stages of investigation as factions in struggle for Ukraine blame one another for disaster
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NEWS FOCUS
T
he ongoing conict inside
eastern Ukraine has been
marked by several of Kievs mili-
tary and paramilitary aircraft
being shot down, both before and
since the loss of Malaysia Air-
lines ight MH17.
On 14 July three days before
the commercial 777-200ER was
destroyed by a suspected SA-11
missile attack a Ukrainian air
force Antonov An-26 crashed
after also being hit by a missile,
red by pro-Russian militants.
Several crew members parachut-
ed to safety after the aircraft was
struck, at what the Ukrainian de-
fence ministry said was an alti-
tude of 21,300ft, but two others
are believed to have been killed.
Exactly a month earlier, 49 mili-
tary personnel were killed when
an air force Ilyushin Il-76MD was
shot down on a night-time land-
ing approach to Lugansk.
Other recorded incidents in
2014 include the loss of 14 lives
when a Border Guard-operated
Mil Mi-8 transport helicopter was
brought down near Sloviansk on
29 May, and the loss of an army
Mi-24 assault helicopter and its
two-person crew near the same
location earlier the same month.
Ukraines defence ministry on
23 July announced that two of its
air force-operated Sukhoi Su-25
ground-attack aircraft had been
shot down by militants using an-
ti-aircraft missile systems. The
pilots of both aircraft ejected.
chief, Vitaly Naida, says there is
undeniable evidence from such
images that a Buk-M launcher was
in the town of Torez, close to the
crash site. His claim that Buk-M
vehicles were slipped back into
Russia hours after the crash is one
of many that cannot be indepen-
dently veried.
Russias defence ministry has
put forward a suggestion, based
on its own radar data, that a
Ukrainian ghter red a missile
at the aircraft.
Dutch Safety Board investiga-
tors have handed the cockpit-
voice and ight-data recorders to
the UK Air Accidents Investiga-
tion Branch for analysis. But
while the cockpit-voice recorder
contains information from MH17,
analysts could require several
weeks to determine if they can
whether there is evidence sup-
porting a missile attack.
All routes in eastern Dnipro-
petrovsk airspace have since
been closed.
Prior to the loss of the two
Malaysian 777s this year, the last
high-casualty crash that in-
volved a long-haul passenger
aircraft was the Afriqiyah
Airways go-around accident at
Tripoli in 2010.
As with MH17, Dutch nation-
als made up a large proportion of
those on board and the inquiry
took place against the backdrop
of an armed anti-government
uprising which complicated the
investigation.
While this might have been
related to weather-avoidance,
Kartapolov openly queries whether
the deviation was the result of a
navigation error or instruction from
Dnipropetrovsk air traffc control.
The ministry also presented a
6min playback of radar informa-
tion from Rostov air traffc man-
agement centre from 13:19UTC
showing the secondary return
from MH17 as it tracked on a
heading of just under 120 to-
wards TAMAK at about 490kt.
Two other radar tracks showed
Singapore Airlines fight SQ351,
another 777, from Copenhagen
and Air Indias AI113, a 787, out
of Delhi.
Kartapolov claims that Russian
air surveillance systems detected a
Ukrainian air force Su-25 moving
upwards toward MH17 at a dis-
tance of 3-5km. He says the Su-25
can achieve for a short time an
altitude of 10,000m (33,000ft).
But Sukhois own data on the type
lists a maximum service ceiling of
7,000m (23,000ft) without the
additional burden of weapons.
Kartapolov says the Su-25 can
be armed with a Vympel R-60
air-to-air missile. What was the
mission of the combat aircraft?
he asks. But the ministrys radar
playback does not offer any
convincing evidence of a fghter
presence.
It shows MH17s track disrupted
about 51km from the TAMAK way-
point, its direction vector swinging
sharply north-east, with a substan-
tial loss of airspeed and the disap-
pearance of altitude data.
The playback shows the simul-
taneous appearance of a primary
radar return in the same location,
which air force chief of staff Igor
Makushev interprets as the Su-25
offering no other explanation,
such as falling wreckage, even
though the radar return was previ-
ously undetected and remains
largely stationary afterwards.
MH17s radar data block
vanishes about 90s after the
initiating event.
THREAT CRAIG HOYLE LONDON
Shoot-downs a
characteristic of
Ukraine unrest
A SA-11 surface-to-air
missile or Buk-M is
suspected of having
brought the Boeing down
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An Il-76MD was downed in June
fightglobal.com 12
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COVER STORY
T
he investigation of the down-
ing of Malaysia Airlines ight
MH17 in eastern Ukraine on 17
July is inevitably going to be car-
ried out under circumstances that
breach many of the international
protocols that apply to such exer-
cises. However assiduously the
investigation is now carried out,
this lays the eventual conclu-
sions open to dispute by any
party that does not agree with
or does not like the ndings.
Nevertheless, the technical in-
vestigation is to go ahead under
the leadership of the Nether-
lands, following a decision by
Ukraine to relinquish its right
as the state where the event oc-
curred to be the leader.
The Dutch Safety Board (OVV)
received the ight data recorder
and cockpit voice recorder from
Ukraine in Kiev on 22 July, and
ew them to UK to be download-
ed by the Air Accidents Investi-
gation Branch. The AAIB would
not say whether the download
had been successful, only that it
is handing downloaded informa-
tion to the Dutch for analysis.
The FDR and CVR had origi-
nally been recovered from the
wreckage of the Malaysia Boeing
777 by separatist rebels in east-
ern Ukraine and held by them
for at least two days. Eventually
the rebels agreed to hand these
black boxes over to Malaysian
authorities in separatist-held
Donetsk. Malaysia had been qui-
etly lobbying via diplomatic
channels to secure them, and
handed the recorders to Kiev
once this was achieved.
Another potential challenge to
the integrity of the eventual re-
ports conclusions is that the acci-
dent site was never secured. It took
four days for even the tiny advance
party of professional investigators
to gain access to the site, because it
is in a rebel-held conict zone.
EVIDENCE CONTAMINATED
So the evidence on the site,
whether aircraft wreckage, bod-
ies, passenger luggage and pos-
sessions, was not able to be pro-
tected against tampering or even
looting. The only authority on
the site was wielded by gun-tot-
ing rebels, who nevertheless let
some journalists and local people
have extensive access to the area.
The OVV is still trying to gain
Rebels retained MH17s data recorders for at least two days
ANALYSIS DAVID LEARMOUNT LONDON
Investigators face
tough task to nd
what went wrong
Probe must deal with challenges of an insecure crash site
in a war zone and almost inevitably, disputed conclusions
assurances of safety for a full in-
ternational team of investigators
at the site by securing a cessation
of hostilities in the crash area,
and a safe corridor for access.
The OVV makes it clear that its
investigation responsibility,
under Annex 13 of the ICAO Chi-
cago convention, is not to estab-
lish blame or criminality but to
report what happened and make
recommendations to prevent fur-
ther such occurrences.
It made this statement: If the
investigation shows evidence of
any criminal or terrorist activities,
Kuala Lumpur
Amsterdam
Ukraine
Intended route
MH17 ROUTE
SOURCE: Flightglobal
Lost contact
PLANNING
Lack of facts weakened risk evaluation
An issue in the MH17 story that has
engaged the worlds media is why
civil airliners were allowed to fy
over a confict zone.
The answer is that many agencies
provide advice to airlines on the
risks in certain airspace, but as
ICAO explains, it is an airlines deci-
sion as to whether they take the ad-
vice or not.
The only agency that can legally
ban the use of airspace is the sover-
eign state(s) beneath it. On 14 July,
three days before the Malaysia
Airlines Boeing 777 was brought
down, Kiev had closed its airspace
over rebel-controlled eastern
Ukraine from ground level up to fight
level 320 (32,000ft) by issuing a
notice to airmen (NOTAM), but this
allowed MH17, and a score of other
airlines, to fy through its eastern
sector at FL330 or above.
Kiev appears to have believed
that the rebels had access only to
man-portable surface-to-air missiles F
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NEWS FOCUS
The list below includes some
of the civil aircraft that have
been shot down when carry-
ing out normal business in
non-combat airspace. Many
more have been downed in
combat zones or areas in
which rebels were active.
28 November 2002 Arkia
Airlines Boeing 757 at
Mombasa, Kenya. Two Strela
heat-seeking missiles were
fred at the Israeli charter fight
just after take-off from
Mombasa on its return fight to
Israel. They did not cause any
damage to the aircraft.
4 October 2001 Sibir
Airlines Tupolev Tu-154 over
the Black Sea. The aircraft, on
a fight from Tel Aviv to
Novosibirsk, was accidentally
shot down by the Ukrainian
military carrying out an exer-
cise from a Crimea base. The
military shot at a target drone
but the missile brought down
the Sibir fight instead, killing
all 79 people on board.
3 July 1988 Iran Air Airbus
A300, Persian Gulf. The aircraft,
on a short scheduled fight to
Dubai from Bandar Abbas, was
shot down by two missiles fred
from the USS Vincennes. The
crew allegedly thought the radar
return was an Iranian air force
McDonnell Douglas F-4
Phantom. The 290 people on
board were killed.
31 August 1983 Korean Air
Boeing 747, near Sakhalin
Island, Sea of Japan. The 747
had strayed into the edges of
Soviet airspace and was shot
down by Soviet air force inter-
ceptors, killing all 269 people
on board.
20 April 1978 Korean
Airlines Boeing 707 in Russian
airspace near the Bering Strait.
The aircraft strayed off course
into Russian airspace on a
Paris-Anchorage sector and was
intercepted by two Sukhoi Su-
15s and damaged by missiles,
after which it force-landed. Two
people were killed.
Downings and near misses in detail
the information will subsequently
be submitted to the relevant au-
thorities in accordance with appli-
cable regulations. The Dutch Safe-
ty Boards investigation will focus
on ascertaining facts, rather than
apportioning blame.
However, the investigation of R
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The Israeli charter jet had a narrow escape departing Mombasa
that are useless for targets above
about 15,000ft, and also believed
they would not be seeking to shoot
down any aircraft except for
Ukrainian military targets, which they
have successfully done several
times in recent months.
Although information about the
Ukraine internal confict was interna-
tionally known, the region had not
been declared a war zone by ICAO or
any other agency. NATO, however,
had made public its concern that the
rebels might be able to gain access
to surface-to-air missiles more pow-
erful than the weapons they were
believed to have.
Decisions about whether to fy
over confict zones are a risk as-
sessment task that airlines have to
undertake. Ukraine sits precisely
astride the shortest possible routes
from many northern European major
airports to points in India and
Southeast Asia, so a decision to
route around it costs fuel.
If an authoritative aviation organi-
sation like ICAO were to take on the
task of providing precise, reliable
advice about risky airspace, it would
have to develop a system of intelli-
gence-based categories that the
airlines could relate to.
Such a single-point system does
not exist at present. To enable ICAO
to do this, an intelligence feed to the
agency would have to be agreed.
The Dutch Safety Board, leading
the MH17 investigation, has clearly
noticed this advice shortfall and
has released a statement: In addi-
tion to the international accident
investigation, the Dutch Safety
Board is also conducting two other
independent investigations: an in-
vestigation into the decision-mak-
ing process with regard to fight
routes and an investigation into the
availability of passenger lists.
These investigation reports are ex-
pected to be published ahead of
the main accident report.
events like this believed to be
an unintentional shoot-down
does come under the Annex 13
protocols despite the fact that it
could be argued that it is not an
accident, but the consequences
of a deliberate act.
ICAO denes an accident as
an event affecting the aircraft
that harms or kills passengers
between the time passenger
boarding starts and disembarka-
tion is complete. Almost imme-
diately following the downing of
the 777 there were calls for the
investigation to be international.
INTENSE INTEREST
The active conict between Kiev
and the separatist militias, and
Kiev and Moscow, which backs
the Russia-leaning rebels, clearly
makes the results of the probe a
focus of great national interest,
hence Ukraines decision to relin-
quish its right to lead the investi-
gation and hand leadership to the
state that lost far more nationals
among the passengers than any
other the Netherlands.
But the investigation is indeed
to be international. In a state-
ment, the OVV lists the partici-
pants: The Dutch Safety Board
is also responsible for co-ordinat-
ing all participating investigators
and investigation teams from the
countries involved (Ukraine, Ma-
laysia, Australia, Germany, the
United States, the United King-
dom and Russia) and the ICAO.
The international team currently
consists of 24 investigators. A
total of four Dutch Safety Board
investigators are currently operat-
ing in Ukraine.
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Manpads are a grave threat
AIR TRANSPORT
fightglobal.com 14
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network and feet information sign up at:
ightglobal.com/dashboard
A
irbus is aiming to introduce
a modied door for the A380
later this year, to eliminate a seal-
ing weakness which led a Singa-
pore Airlines aircraft to divert
after loss of cabin pressure.
The airframer believes the
weakness is also behind a num-
ber of cabin noise complaints.
All 16 doors on the aircraft will
be subject to a modication pro-
gramme, says Airbus executive
vice-president of programmes
Tom Williams, which could be
incorporated into an airworthi-
ness directive.
One of Singapore Airlines
A380s diverted to Baku, Azerbai-
jan, in January after suffering
damage to a left-hand door on the
main deck.
Airbus has traced the problem to
the cover plate tted above the
A380s doors as well as the internal
seal around the door perimeter.
Williams says that the doors
are a complex item of engi-
neering, designed to be large to
accommodate emergency evacu-
ation requirements with elec-
tric actuation.
The cover plate had started to
separate from the upper edge of the
door as a high-frequency vibration
led to propagation of a crack
through the skin.
While the subsequent pressuri-
sation leak and diversion were
the primary concern, Williams
says: Were also looking at com-
plaints from customers over
noise from the doors.
He says Airbus is developing a
new seal and seal-carrier for the
door, featuring a different cross-
section, as well as a modied
cover plate. We think we have
one that will work, he adds.
There will be no changes to the
surrounding structure of the
door, he stresses. Airbus intends
to have nalised the modication
by around the fourth quarter of
this year. The airframer had de-
livered 135 A380s by the end of
June 2014.
FREIGHTERS DAVID KAMINSKI-MORROW LONDON
No rush towards Beluga replacement
Airbus has pushed back development
of a successor aircraft to its A300-
600ST Beluga transport, as adjust-
ments to its logistics operation ease
the pressure for a quick decision.
The airframer is constructing spe-
cialised docking stations at its load-
ing facilities, to avoid losing
productivity to weather conditions.
But executive vice-president for
programmes Tom Williams says that
the airframers shift of some compo-
nents to road transport, particularly
for single-aisle manufacture, has
proven benefcial.
Thats worked out quite well, he
said, during the Farnborough air show.
The economics are very good.
He says the change has given
Airbus a bit more fexibility. The
Beluga feet will concentrate on car-
rying sections for which there is no
alternative shipping method.
Theres not the same urgency [to
build a successor], he says. Weve
bought a bit of time.
Airbus only has fve Beluga aircraft
and Williams says a replacement will
require a disproportionate level of
investment and development.
We wanted not to rush, Williams
says, adding that Airbus had wanted
to adopt a minimum approach to
secure the capacity required to han-
dle a ramp-up of both its A320neo
single-aisle and A350 long-haul air-
craft programmes.
He expects Airbus to revisit a pos-
sible Beluga replacement in a year
or two.
Q
atar Airways boss Akbar Al
Baker has vented his frustra-
tion at the way Germany limits
access to the Gulf carriers, high-
lighting his regions support for
the countrys aviation industry
through the airlines huge Air-
bus orderbooks.
Germany is an industrial
giant. It has the worlds best
brands. And both business peo-
ple and tourists want to go in and
out, says Al Baker. Why are we
as Gulf carriers being restricted?
The airline currently serves
three destinations in Germany:
Berlin, Frankfurt and Munich. Gulf
rival Emirates has four destinations
and will deploy Airbus A380s on
its Frankfurt ights from Septem-
ber. Etihad Airways, which ies to
three points, rescued Air Berlin
three years ago and holds a 29%
stake in the German leisure airline.
If our load factors to Germany
are high as they are for Lufthan-
sa then why are they blocking
other airlines? asks Al Baker.
If Qatar Airways, Etihad and
Emirates decide tomorrow to
cancel all our orders to Germa-
ny because our trafc rights are
either being renegotiated or im-
peded, Airbus would lose nearly
700 aircraft worth hundreds of
billions of dollars. Do you know
what it would do to the jobless
market in Germany? We create
jobs, says Al Baker.
The talk is that Lufthansa
wants trafc rights with Gulf carri-
ers to be renegotiated. If that hap-
pened, the reaction from us would
be: Thats ne, then we wont
support one of the main German
industries aviation, he adds.
Al Baker warns over German access restrictions
LEGISLATION MAX KINGSLEY-JONES LONDON
MODIFICATIONS DAVID KAMINSKI-MORROW LONDON
Airbus to revamp
A380 door seals
Move, which also involves cover plates, comes after
weakness leads to loss of cabin pressure on SIA aircraft
A
ir
b
u
s
Road transport has replaced the Beluga for some components
We are also
looking at complaints
from our customers
over noise coming
from the doors
TOM WILLIAMS
EVP programmes, Airbus
If our load factors
to Germany are
high, then why are
they blocking the
other airlines?
AKBAR AL BAKER
Chief executive, Qatar Airways
AIR TRANSPORT
fightglobal.com
A350-900 passes
fnal braking tests
AIR TRANSPORT P16
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15
N
ow halfway between pro-
gramme launch and sched-
uled rst ight, Embraers E2 fam-
ily of re-engined and re-winged
E-Jets is rapidly taking shape.
In four months, workers at the
Brazilian airframers OGMA cen-
tre of excellence for metal pro-
duction located in Evora, Portu-
gal will start cutting the rst
metal of the E190 E2s advanced
new wing.
Two months later, Embraer
plans to complete critical design
reviews for all major systems, in-
cluding the y-by-wire technolo-
gy pioneered by the airframers
Legacy 500 business jet and KC-
390 tanker-transport.
That will lead to a design freeze
in late 2014, construction of the
rst airframe and assembly begin-
ning in late 2015, and the rst two
Pratt & Whitney PW1900G en-
gines arriving in early 2016.
BIG DECISIONS
First ight of the E190 E2
which in 2018 will be the rst of
the three E2 variants to enter ser-
vice will follow in the second
half of the year, says Lus Carlos
Affonso, Embraers chief operat-
ing ofcer for the commercial
aviation division.
Though service entry is still at
least three-and-a-half years distant,
the design and conguration deci-
sions Embraer has made thus far
and is to make over the next few
months will play a signicant
role in the programmes future.
Embraer launched the pro-
gramme in November 2011 in re-
sponse to decisions by Airbus
and Boeing to re-engine the A320
and 737 families. For Embraer,
that meant there was no room left
in the market for a new, small
narrowbody, with the two ver-
sions of the Bombardier CSeries,
A319neo and 737 Max 7 already
crowding the space.
Instead, Embraers fallback
strategy was to attack the large-
regional-jet market it rst entered
with the E190 a decade ago. That
decision saved Embraer the task
of designing a new cross-section,
and drove a supply-chain strate-
gy focused on preserving as
much commonality with the E-Jet
E1 family as possible.
The E1 is, I would say, a very
modern airplane, Affonso says.
We are trying to keep the systems
architectures [on the E2] similar to
better leverage the customer base
we have on the E1. The mechan-
ics will recognise its an E-Jet.
Embraer has already claimed
250 rm orders in less than 14
months for the E-Jet E2 family,
from four operators.
The systems architecture inside
the aircraft will remain virtually
identical to the E1 eet, with the
latest generation of the Honeywell
Primus Epic integrated ightdeck
system selected again. It will offer
the same cockpit experience while
adding new functions, such as a
new ight-management system
and synthetic vision, with addi-
tional capacity for the functionality
to grow as cockpit systems ad-
vance over the next two decades.
For Embraer, the biggest depar-
ture within the E2 programme is
the design of the wing, which was
showcased at the airframers ex-
hibit at the recent Farnborough air
show. Pratt & Whitney is supply-
ing the rst 10% of fuel consump-
tion reduction on the E2 by deliv-
ering the PW1700G engine for the
E175 E2 and the PW1900G for the
E190 and E195 E2. Most of the rest
of the change in fuel consumption
comes from the new aerofoils.
The shape reveals how much
Embraers wing-design skills have
evolved over the past 15 years.
Its a completely new wing.
The span of the wing is increased
by 5m on both the 175 and the
190/195, Affonso says. And of
course a completely new shape,
new aspect ratio, smaller relative
thickness. Its a modern wing,
much more efcient.
The addition of y-by-wire
ight controls means Embraer
still has more decisions to make
about how much capability to in-
tegrate into the wings. Airbus and
Boeing use y-by-wire systems to
alleviate gust loads, smoothing
the ride for passengers and slight-
ly improving fuel efciency.
This system can do everything.
It is very capable and we can add
functionalities, Affonso says. We
are considering gust alleviation but
this is under study as we speak.
P&W, meanwhile, has assured
Embraer that the oil system fail-
ure that has kept the Bombardier
CSeries eet grounded for nearly
seven weeks poses no risk to the
E2 schedule. The PW1900G on
the E190 and E195 models of the
E2 will share the same turbo ma-
chinery as the PW1500G on the
CSeries. As a result, the E-Jet en-
gine will not require a separate
certication campaign, but only
an addendum to the CSeries cer-
ticate, Affonso says.
DEVELOPMENT STEPHEN TRIMBLE WASHINGTON DC
Embraer enters critical stage with E2
Programme decisions made in next few months will be key to success of aircraft, which is due to enter service in 2018
E
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Firm orders for the E2 family, which shares much in common with the E1, have already reached 250
Its a completely new
wing. The span of the
wing is increased by
5m on both the 175
and the 190/195
LUS CARLOS AFFONSO
Chief operating ofcer, commercial
aviation, Embraer
AIR TRANSPORT
fightglobal.com 16
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T
he Farnborough debut of
Boeings latest 787 derivative
has enabled details of the air-
crafts aerodynamic advances to
be examined close up.
The 787-9 is the rst Boeing air-
liner with hybrid laminar-ow
control (HLFC), which is a feature
of its n and tailplane. This drag-
reducing aerodynamic technology
For up-to-the-minute air transport news,
network and feet information sign up at
ightglobal.com/dashboard
DIFFERENCES BETWEEN 787-8 AND 787-9
These close up pictures of the 787-9s tail show the
hybrid laminar-fow control additions, compared with
the 787-8 pictured on the left
A: HLFC system on tailplane
B: HLFC system on fn
Boeing 787-8
A B
Boeing 787-9
TECHNOLOGY MAX KINGSLEY-JONES LONDON
787-9 reveals aerodynamic advances
First Dreamliner stretch variant at Farnborough air show exhibits hybrid laminar-fow control features on its tailplane and fn
A
irline passengers are increas-
ingly considering the availa-
bility of in-ight wireless when
buying tickets, a study suggests.
The Honeywell Aerospace
wi- survey nds that 22% of i-
ers are prepared to pay more for a
ticket if wi- is available, and
17% of iers have switched carri-
ers for better wireless access.
The study, based on a survey
of 1,045 adults who have used in-
ight wi-, also nds that 66% of
travellers take into account wi-
availability when booking, and
37% would be upset if wi-
was not available.
A
irbus has carried out a
maximum-energy rejected
take-off with its A350-900 at the
Istres base, the nal major test
prior to certication.
The test was performed on 19
July with aircraft MSN1. While
the twin-engined A350 has
already conducted rejected take-
off tests, the maximum-energy
event is intended to examine the
extreme case of a rejection at high
speed and high weight with brak-
ing capability at its limits.
Airbus says the brakes reach a
temperature of around 1,400C
(2,552F) as a result of the energy
absorbed in stopping the aircraft.
Under the certication criteria the
A350-900 passes fnal braking tests
PROGRAMME DAVID KAMINSKI-MORROW LONDON CONNECTIVITY
JON HEMMERDINGER
WASHINGTON DC
Airline yers
asking for wi-
aircraft must remain standing for
5min before reghters can cool
the brakes. Airbus says the test
was successfully performed.
The maximum-energy test is
left until last because of the risk
of damage to the aircraft. Certi-
cation will follow a series of
route-proving ights which will
begin in July. The A350 test eet
has accumulated over 540 ights
and clocked up 2,250h.
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Stopping the aircraft can cause brake systems to reach 1,400C
looks set to become standard on
all future Boeing products, as it
will also equip the 787-10 and
777X family.
Boeing is reluctant to talk much
about the system and will not dis-
close how much benet it deliv-
ers, saying only it is signicant.
The company does, however, con-
rm that the system uses suction
to delay the transition of the air-
ow boundary layer from laminar
ow into turbulent ow.
Boeing has nally found the
ingredients to the secret sauce
to make [HLFC] work, deputy
chief project engineer on 787
derivative development Ed
Petkus told Flightglobal earlier
this year.
While HLFC is incorporated
into the 787-10, there is no rm
plan to introduce it on the -8,
says Mark Jenks, vice-president
of 787 development. Theres a
business case we have to run
its a function of how many more
-8s are we going to build and the
detail cost to put it on, he says
As these images comparing the
787-8 and -9 show, the only dis-
cernible pieces of the HLFC sys-
tem are the small doors inboard
on the underside of each tail-
plane and either side of the n.
Flightglobal understands that
these panels have two sets of
hinges allowing them to tilt both
ways like saloon bar doors. The
system then generates suction to
maintain the laminar ow.
Another feature of the 787-9 is
its high-lift system, adapted from
the 787-8 to cater for higher oper-
ating weights. Although the
wings planform and aps are
identical to the -8, the -9 is offered
with three additional ap settings
(10, 17 and 18), meaning there are
a total of nine positions (exclud-
ing up), compared with six on
the 787-8.
AIR TRANSPORT
fightglobal.com
Airbus targets
Poseidon in UK
patrol battle
DEFENCE P18
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17
L
ong-running plans to resur-
rect production of the Fokker
100 twinjet appear to be gaining
momentum as the Netherlands
Aircraft Company works on se-
curing the nancing and supply
chain partners to launch the air-
craft, dubbed the F120NG.
We are not going to give a
timetable or timeline at this stage,
but the fact that we are sharing
more details demonstrates we
are condent the funding is immi-
nent and the project will make sig-
nicant steps in the coming few
months, chief executive Maarten
Van Eeghen said at the Farnbor-
ough air show.
The plan is to produce a new-
build 125- or 130-seater that is a
stretch of the basic Fokker 100
design, says chief engineer Rudi
den Hertog. The only physical
changes to the airframe are to the
wing, which will feature slightly
more span, winglets and some
tweaks to the wing prole.
The F120NG will be powered
by Pratt & Whitneys PurePower
PW1X17G, which is essentially
the same engine that has been de-
veloped for the Mitsubishi Re-
gional Jet and is rated at 17,600lb-
thrust (78kN). Netherlands
Aircraft Company has worked
with P&W on the F120NG project
and the engine maker has signed
off the engine-airframe integra-
tion, says den Hertog.
Mating P&Ws geared turbofan
with the lightweight Fokker 100
airframe produces a competitive
aircraft in this size category that
burns 50% less fuel per seat than
the original F100, claims Nether-
lands Aircraft Company. The
aircraft is uniquely positioned,
complementing the Airbus and
Boeing eets, covering the entire
90- to 150-seat segment with the
lowest seat mile and trip cost,
says Van Eeghen.
Netherlands Aircraft Compa-
ny is acutely aware that the pro-
ject, which has been more than a
decade in the making and sub-
ject to a couple of false starts, has
its doubters.
This programme has matured
over the last year, and promises
to have a substantial competitive
edge over current and projected
players, says Van Eeghen.
The F120NG will compete
with Bombardiers CSeries and
Embraers E2.
Final assembly will take place
in the Netherlands. A nacelle
supplier has been selected but
has yet to be announced, and
talks are under way with two
avionics suppliers.
The earliest the F120NG could
enter service is 2019, based on a
ve-year development and test-
ing programme from when it ob-
tains the ofcial go-ahead.
DEVELOPMENT MARK PILLING FARNBOROUGH
New Fokker edging closer to reality
Dutch start-up talks to fnanciers and suppliers to produce lighter weight, fuel-effcient stretched version of former twinjet
S
ukhoi Civil Aircraft says it
does not yet see a need to put
upgraded engines on its Superjet
100, but that this could change
depending on the performance of
upcoming new-generation jets
from its competitors.
At the Farnborough air show,
senior vice-president for econom-
ics and nance Artem Pogosian
said the Superjet provides 6-8% in
fuel savings over the current-gener-
ation regional jets.
The Russian airframer is still
expecting its jet to save 3-4%
more fuel versus upcoming new-
generation aircraft such as the
Mitsubishi Regional Jet and the
Embraer E2 family.
We understand that now our
product is better. In future we will
analyse what is happening with
our competitors, and if we foresee
we couldnt provide a better solu-
tion, of course we will change our
position, says Pogosian.
The Superjet is powered by the
PowerJet SaM146 turbofan.
Mitsubishi Aircrafts MRJ will
be powered by Pratt & Whitney
PW1200G geared turbofans when
it enters the market in 2017, while
Embraers re-engined E195 E2 will
have PW1900G powerplants.
REGIONAL JETS
Sukhoi bides time over
Superjet engine upgrade
DELIVERIES
Thai ag carrier receives rst 787-8
Thai Airways took delivery of its frst of eight Boeing 787s on 18
July, with its lead example being a -8 variant. The aircraft will have
264 seats in a two-class confguration, with 24 business and 240
economy class seats, says the carrier. Out of the eight 787s it will
receive on lease from AerCap over the next three years, six will be in
the -8 variant, while the remaining two are stretched -9s.
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The F120NG is being touted as covering the 90- to 150-seat class with the lowest cost per seat mile
DEFENCE
fightglobal.com 18
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I
ndias Avro programme to re-
place obsolete Hindustan Aero-
nautics-built HS 748 transports
will be handled by the nations
private sector. Taken during a De-
fence Acquisition Council meet-
ing led by defence minister Arun
Jaitley, the decision means state-
owned airframer HAL will have
no role to play in the estimated
$2.2 billion deal.
The procurement of 56 new
transports through the Buy &
Make route calls for a foreign orig-
inal equipment manufacturer to
deliver 16 aircraft of the selected
type, with an Indian agency from
the private sector to produce the
remainder under license.
Following the change of
government, the existing sched-
ule remains in place, and we
will respond to the request for
proposals shortly, says Federi-
co Lacalle, regional sales direc-
tor, Airbus Defence & Space,
Asia Pacic. The company is of-
fering its C295 tactical transport,
while Alenia Aermacchi is pro-
moting the C-27J. Indias bid sub-
mission deadline has been ex-
tended until 28 August.
New Delhis requirements will
test the capabilities of its edgling
private sector aerospace compa-
nies, as its requirement calls for
the local partner to produce 16
aircraft with a minimum of 30%
value addition to be achieved in
India in the rst phase. This
should rise to 60% for the remain-
ing 24 aircraft, with the local com-
pany also expected to gain the ca-
pability to perform Level D
servicing.
Flightglobals Ascend Fleets da-
tabase records the Indian air force
as operating 62 HS 748s, the old-
est of which was built in 1961.
To get more defence sector coverage,
subscribe to our fortnightly newsletter:
ightglobal.com/defencenewsletter
Indias requirements
will test its edgling
private sector
aerospace companies
O
ne of the potential bidders for
a future UK maritime patrol
aircraft requirement is calling on
the Ministry of Defence to hold a
competition, rather than rush
in to a sole-source deal to buy
Boeings 737-based P-8 Poseidon.
Airbus Defence & Space has
been touting its multirole C295 as
an affordable means of reinstating
a lapsed maritime patrol capabili-
ty for the Royal Air Force, propos-
ing an acquisition of around 12
aircraft. A Portuguese air force ex-
ample was on display at the Farn-
borough air show as part of the
airframers promotional activity.
Pointing to a long-running con-
sultation involving the MoD and
industry called the Air ISTAR Op-
timisation Study (AIOS), Richard
Thompson, head of military air-
craft UK for Airbus Defence &
Space, says: All of a sudden there
seems to be an urgency to replace
the maritime component.
Highlighting a pre-show con-
cern that the MoD could be poised
to order the P-8 as a successor to
its retired British Aerospace Nim-
rod MR2s, Thompson says: The
P-8 is not the only off-the-shelf so-
lution. There are alternatives.
Twelve C925s equipped with
maritime patrol and anti-subma-
rine warfare equipment already
used by the UK armed forces
could be acquired for half the
price of six P-8s, while life-cycle
costs would be between one-
quarter and one-fth those of the
larger type, he claims.
Several other systems are
being promoted for possible UK
application, including a Saab so-
lution based on its 2000 turbo-
prop and a Bombardier Q400
proposal backed by companies
including L-3 Communications.
Thompson also believes that
additional capacity on the UKs
A330 Voyager programme could
be used to satisfy other future air-
borne command and control re-
quirements. One potential appli-
cation could be to adapt several
aircraft to serve as replacements
for the RAFs Boeing 707-based
E-3D airborne warning and con-
trol system eet, he suggests.
We have put forward what we
think is a balanced set of propos-
als for overland and maritime sur-
veillance, and to bring Voyager in
in the fullness of time for airborne
early warning and command and
control, Thompson says. Now
we need customer engagement.
The AIOS is one of a number
of ongoing strands of analysis that
will contribute to the Strategic De-
fence and Security Review 2015,
says the MoD, which during Farn-
borough announced funding to
extend operations of the RAFs
Sentinel R1 and Shadow R1 sur-
veillance aircraft until 2018.
TRANSPORTS
ATUL CHANDRA BENGALURU
Private sector to
drive Indias Avro
replacement
REQUIREMENT CRAIG HOYLE LONDON
Airbus targets Poseidon in
UK maritime patrol battle
Company highlights cost beneft of C295 airframe, as part of balanced set of proposals
MAINTENANCE
Flybe to support
RAF Atlas eet
Flybe Aviation Services has
been chosen as preferred bid-
der to maintain the Airbus
A400M for the UK. The Exeter-
based MRO provider will sup-
port the Royal Air Forces 22
Atlas tactical transports, to be
delivered from September, at
RAF Brize Norton in Oxfordshire.
The MoD is considering the P-8 as a Nimrod MR2 successor
B
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DEFENCE
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19 fightglobal.com
Gray Eagle puts
NERO aloft
DEFENCE P20
B
oeing blames a wiring
redesign on the KC-46A
programme for a $272 million
forward loss announced on 24
July, but dismisses a government
estimate predicting more delays
and up to another $515 million in
cost overruns.
Although the KC-46A Pegasus
is based on the 35-year-old air-
frame of the 767, Boeing was
forced to redesign the wiring sys-
tem late in the development
phase, says chief nancial ofcer
Greg Smith. That change re-
quired the company to increase
spending to keep the programme
on track to deliver 18 operational
aircraft to the US Air Force by
August 2017, as required by its
xed-price contract, which has a
$4.9 billion ceiling, Smith says.
Announced during a second
quarter earnings ling, the charge
comes three months after a report
by the US Government Account-
ability Ofce (GAO) disclosed
that Boeing was estimating a
$271 million cost overrun on the
contract. The same report also
disclosed that the air force was
estimating a $787 million cost
overrun on the programme, for
which Boeing would be solely
responsible under the terms of its
contract.
Although the USAF took a
more pessimistic view than
Boeing, the wiring redesign was
not among the most signicant
risks cited in the GAO report.
Instead, it listed the programmes
software maturity and aggres-
sive ight test schedule as the
most likely causes for possible
delays of between six and 12
months for reaching the initial
operational capability milestone
in August 2017.
Boeing chief executive Jim
McNerney says he disagrees with
that assessment. The KC-46A
ight test schedule was planned
using commercial practices that,
he says, are more efcient than the
militarys system.
Other than the problems on
the wiring wiring bundle sepa-
ration on the detailed design
the rest of the programme is mov-
ing along well, says McNerney.
It doesnt mean that some-
thing cant crop up in the future,
but we dont see it now.
L
ockheed Martin must defeat
bids from Boeing and the
Euroghter consortium if it is to
nalise a planned sale of the F-35
Joint Strike Fighter to Denmark,
although another potential
rival has opted against pursuing
the opportunity.
Boeing, Euroghter partner
company Airbus Defence & Space
and Lockheed on 21 July tabled
responses to a Danish request for
proposals, respectively offering
the F/A-18E/F Super Hornet,
Typhoon and conventional take-
off and landing F-35A. Saab and
Swedens Defence and Security
Export Agency (FXM) opted
against responding, however.
Type selection activities on the
new combat aircraft programme
are expected to conclude by
mid-2015, the Danish defence
ministry says, with its evaluation
criteria to assess military and
strategic capability, economic
factors and industrial participa-
tion opportunities.
L
ockheed Martin has received
a contract worth almost $565
million to produce an additional
six C-130J-30 tactical transports
for the Indian air force.
The total cumulative face
value of the contract is $2.06
billion, says the US Department
of Defense of the Foreign Military
Sales deal.
Deliveries are scheduled to
begin in 2017, with the new
aircraft to be operated from
Panagarh air base in Indias east-
ern state of West Bengal.
India placed its rst, $1.2
billion order for six C-130Js in
late 2008, with the special
mission-congured transports
having entered use at Hindon air
base by 2011.
New Delhi has chosen not to
order an additional aircraft to re-
place aircraft KC-3803, which
crashed in March.
FLEET
Indian air force
signs for six
more C-130Js
Three compete for Danish fghter deal
BIDS CRAIG HOYLE LONDON
PROGRAMME STEPHEN TRIMBLE WASHINGTON DC
Wiring redesign led to KC-46A charge
Airframer reveals $272 million loss due to late development change, but says Pegasus on track for 2017 introduction
The refuelling and transport aircraft is based on the 767 airframe
B
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Denmark is a Level 3 partici-
pant in the Lockheed-led F-35
programme, with long-term plans
calling for an acquisition of 30 of
the aircraft. However, Copenha-
gen last year opted to compete the
requirement to replace its
Lockheed F-16AM/BMs.
Referring to a clear technology
growth path for its candidate,
Boeing says: The Super Hornet is
the best match for Denmark in
terms of capability, price and op-
portunities for Danish industry.
With its strong partnership
between European nations and
more than 400 aircraft in service,
Euroghter is the rational choice
for Denmark, says Typhoon
campaign director Uli Fingerle.
Conrming Swedens decision
to withdraw the Gripen NG from
the process in a letter to the
defence ministry, FXM director
general Ulf Hammarstrm says:
the conclusion not to submit a
tender is the result of a
comprehensive assessment that
the state and the industry have
made together.
Additional reporting by Beth
Stevenson
Copenhagen is seeking to replace its current fleet of F-16s
A
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DEFENCE
fightglobal.com 20
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For more coverage of the burgeoning
unmanned air system sector log on to
ightglobal.com/UAV
U
S contractor Raytheon will
offer its SDB II precision-
guided bomb for the UKs Spear
Capability 3 requirement to arm
the Euroghter Typhoon and
Lockheed Martin F-35B, taking
on European rival MBDA.
We anticipate SDB II will ab-
solutely be a viable capability for
that [UK] requirement, and expect
to put forward a proposal, says
Mike Jarrett, the companys vice-
president, air warfare systems.
The 113kg (250lb) weapon is
equipped with a tri-mode seeker,
making it suitable for use against
stationary and moving targets.
Flight testing is progressing
nicely. We have had a number of
successful rings where we have
prosecuted targets, Jarrett says.
Were making great progress
towards a system verication re-
view in the coming months, and
anticipate a Milestone C deci-
sion before the end of the year,
he says. Once secured, the latter
would clear the way for the
weapon to enter low-rate initial
production for the US Air Force.
Raytheon in August 2010 re-
ceived a ve-year engineering
and manufacturing development
phase contract from the USAF,
and Jarrett says there is already
considerable interest in the
weapon from numerous potential
export customers.
We dont travel anywhere
where there isnt a discussion,
he says, adding that international
deliveries could potentially begin
in 2017.
MBDA which supplies the
Brimstone air-to-surface missile
for the Royal Air Forces Panavia
Tornado GR4s and is to integrate
the system with the Typhoon is
also pursuing the Spear Capabili-
ty 3 requirement.
The European company most
recently competed with its US
rival for a UK air-launched
weapon deal more than a decade
ago, when the Ministry of De-
fence selected Raytheon Systems
to provide its Paveway IV.
G
rob Aircraft is offering a new
generation version of the
G520, with the company seeking
buyers for the high-altitude type.
The German company is pitch-
ing the G520 NG to governments
worldwide, highlighting its ability
to carry out reconnaissance with a
7.5h endurance. The aircraft can
reach an altitude of 50,000ft and
has a maximum take-off weight of
4,700kg (10,362lb), it says.
The company says it has con-
ducted a number of demonstra-
tion ights for potential custom-
ers and could begin production as
early as next year. Its predecessor
WEAPONS CRAIG HOYLE LONDON
Raytheon aims
SDB II towards
UK Spear need
T
he US Army has completed
the integration and testing of
an electronic warfare capability
with its General Atomics Aero-
nautical Systems MQ-1C Gray
Eagle unmanned air vehicle.
Derived from the communica-
tions electronic attack surveil-
lance and reconnaissance jam-
mer carried by manned
Beechcraft C-12s, the networked
electronic warfare remotely oper-
ated (NERO) system was adapted
for use used by the UAV.
Testing concluded at at the
Dugway Proving Ground in Utah
in late June, following two years
of engineering analysis and inte-
gration work. The Joint Impro-
vised Explosive Device Defeat
Organization funded the effort.
Other partners included the pro-
ject manager for the armys UAV
programme, the Naval Surface
Warfare Center in Indiana, Gen-
eral Atomics and Raytheon.
NERO was own on the Gray
Eagle for 32h during testing, with
the jammer having been active for
20h of this total.
The NERO capability may
well be part of the armys future
integrated electronic warfare sys-
tem, says Col Jim Ekvall, chief of
the services electronic warfare di-
vision. Airborne electronic attack
provides an enormous amount of
support to troops on the ground,
and with the NERO payload on a
UAV, mission times are increased
and are more cost effective.
The jammer was able to
operate at full power with no im-
pact on the UAV, the army says.
This demonstrated the via-
bility of a Gray Eagle-based high-
powered jamming capability to
support the armys EW counter-
communications and broadcast-
ing EW requirements in the
future, it adds.
G520 NG scans for buyers worldwide
RECONNAISSANCE ELLIS TAYLOR SINGAPORE
SURVEILLANCE BETH STEVENSON LONDON
Gray Eagle puts NERO aloft
US Army successfuly tests high-power electronic attack systems integrated into MQ-1C UAV
U
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The jammer was adapted for unmanned applications from technology carried by Beechcraft C-12s
Grob Aerospace certicated
the G520 Egret in 1991 and built
six of the aircraft, including one
two-seat trainer.
Rolf Amende, head of mainte-
nance for the G520, describes the
aircraft as a poor mans satel-
lite, but one that could be used
to perform a variety of military
and scientic roles, from sheries
and trafc reconnaissance to act-
ing as a communications node.
The revived NG variant has a
750shp Honeywell TPE331-14
engine, and a digital cockpit pro-
vided by Genesys Aerosystems.
The aircraft can reach an
altitude of 50,000ft
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BUSINESS AVIATION
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21 fightglobal.com
How Rolls-Royce
won Airbus
NEWS FOCUS P22
PIAGGIO CONNECTS
Piaggio Aero has appointed UK
business aircraft services pro-
vider ConnectJets as exclusive
sales agent for the Avanti EVO in
the British Isles and Channel
Islands. ConnectJets plans to
launch a road show for the sev-
en-seat turboprop in the third
quarter, shortly after planned
certifcation and service entry.
ConnectJets is also set to ap-
point a UK service centre to sup-
port the aircraft in its territory.
EMBRAER DELIVERIES
Embraer Executive Jets deliv-
ered 29 business jets in the
second quarter, unchanged
from the same period last year.
Shipments consisted of six
Phenom 100s, 16 Phenom
300s, six Legacy 650s and one
Lineage 1000, compared with
11 Phenom 100s, 12 Phenom
300s, fve Legacy 650s and
one Lineage 1000 between
April and June 2013. Deliveries
for the frst six months totalled
49 business jets 39 light and
10 large-cabin jets. This com-
pares with 31 light and 10 large
in the same period last year.
FALCON APPROVAL
Abu Dhabis Falcon Aviation
Services has signed a memo-
randum of understanding with
Boeing subsidiary CDG to pro-
vide European Part 21J engi-
neering and supplemental
technical documentation ser-
vices for Falcons new VIP com-
pletion centre at Dubai World
Central, which is due to be con-
structed by mid-2015.
RELENTLESS SIMULATOR
Bell Helicopter has appointed
fellow Textron subsidiary TRU
Simulation + Training to design
and develop a Level D full-mo-
tion simulator for the 525
Relentless. The simulator will
employ TRUs ultra-high-defni-
tion visual system with a 240
horizontal by 80vertical feld of
view. First fight of the 525 is
scheduled for later this year,
ahead of certifcation and ser-
vice entry in 2015.
IN BRIEF
C
zech design and engineering
company Evektor is planning
an amphibious variant of the
EV-55 Outback once the standard
version of the twin-engined turbo-
prop has entered service.
There is a big market for an
amphibious aircraft in the nine- to
14-seat cabin class there is noth-
ing else like it around, says depu-
ty director Petr Sterba. We have
already drawn up basic designs
and are now looking at companies
who will supply the oats.
Sterba says Evektor is not in a
hurry to bring this design to mar-
ket. We are concentrating on the
classic-congured EV-55 rst but
would like to launch the amphib-
ian a year after its certication by
the end of 2016, he says.
Evektor is condent that its
high-wing EV-55 will be nished
within this timeframe now it has
the backing of Malaysian compa-
ny Aspirasi Pertiwi. The Kuala
Lumpur-based rm is investing
$200 million in the Evektor group
over the next decade, for an undis-
closed share in the company.
Around $50 million of the
funding has been set aside to
complete EV-55 certication. So
far we have spent around $100
million on the programme
[launched in 2005] which has
been funded using company
prots alongside a Czech govern-
ment grant, says Sterba.
Future investment priorities in-
clude building a production facil-
ity capable of making up to 50 air-
craft per year and establishing a
sales and service centre network.
The rst EV-55 prototype
(MSN001) made its maiden sortie
in 2011 and has logged 172h to
date. The production conforming
aircraft is now being assembled
in preparation for its rst ight
early next year.
DEVELOPMENT KATE SARSFIELD LONDON
Amphibious EV-55 is oated
Evektor plans seaplane variant of its twin-engine turboprop in wake of fresh investment
S
trong growth is anticipated
across light, medium and
large cabin business aircraft
sectors over the next 20 years
driven by long-term market
drivers such as wealth creation,
expanding globalisation of trade,
replacement aircraft and the in-
creasing adoption of business jet
use in high-growth economies
including China, Russia and
India, according to Bombardiers
latest industry market forecast.
Between 2014 and 2033 the
Canadian airframer forecasts
deliveries of 22,000 business jets
worth $617 billion across the
three segments in which it
competes with its Learjet,
Challenger and Global families.
This tally consists of 9,200
deliveries worth $264 billion
between 2014 and 2023, and
12,800 deliveries worth $353
billion from 2024 to 2033, says
Bombardier.
Industry deliveries are expect-
ed to increase slightly this year,
the airframer predicts, driven by
the introduction of new aircraft
programmes including the super-
midsize Challenger 350, which
entered service in June with frac-
tional ownership provider
NetJets. Business aircraft orders,
Large jets surge in 20-year forecast
OUTLOOK KATE SARSFIELD LONDON
N
e
t
J
e
t
s
The Challenger 350 recently entered service with NetJets
however, will remain challeng-
ing in 2014, Bombardier
predicts, but [are] projected to
improve beginning in 2015.
The large aircraft sector is ex-
pected to experience the fastest
growth rate of the three categories
over the next 20 years, the fore-
cast says, generating a total of
5,250 deliveries 24% of overall
industry unit shipments. These
deliveries are valued at $286 bil-
lion, representing approximately
46% of the delivery revenues
during the forecast timeframe.
Similarly, the midsize category
is predicted to turn around quick-
ly, generating 7,650 deliveries
35% of overall industry units
shipped between 2014 and 2033.
These deliveries are valued at
$226 billion, representing 37% of
the delivery revenues forecast
during this 20-year period,
Bombardier says.
The light jet sector will take
longer to recover, the forecast pre-
dicts, due the continued weak
demand for these lower-end of-
ferings and a stubbornly high in-
ventory of pre-owned aircraft. In
2004, the light jet category repre-
sented about 50% of business air-
craft deliveries. Over the next
two decades, the sector is forecast
to generate a total of 9,100 deliv-
eries, representing 41% of indus-
try shipments and 17% of the
delivery revenues over the fore-
cast period, says Bombardier.
NEWS FOCUS
fightglobal.com 22
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The UK manufacturers sole-source engine supply deal for A330neo marks culmination of major turnaround in fortunes
How Rolls-Royce won Airbus
For more news about the Airbus A330
programme, visit our landing page at:
ightglobal.com/A330
WIDEBODIES MAX KINGSLEY-JONES LONDON
R
olls-Royce took more than
two decades to get an engine
onto an Airbus product. But the
UK company is now in pole posi-
tion as Toulouses prime wide-
body engine partner after securing
its third Airbus sole-source sup-
ply deal, to power the A330neo.
In truth, Rolls had been part of
the Toulouse scene since the late
1980s through the International
Aero Engines consortium, which
began powering the A320 in
1989. But it was the widebody
market where it needed to be
and nearly was, right at the start
of the Airbus project.
It is ironic that it took Derby so
long to get one of its gas turbines
bolted onto an Airbus, given that
the original A-300 was to have
Rolls-Royce power when pro-
posed in the 1960s. The engine
was the 54,000-58,000lb-thrust
(240-258kN) RB.207 and the air-
craft was a widebody twinjet an-
cestor of what would become the
rst Airbus.
Flight International wrote in
November 1967: The next six
months will be critical for the
Anglo-French-German A-300
Airbus, and indeed, for the Euro-
pean aircraft industrys aspira-
tion to stay in the front rank of
civil aviation. If the A-300 does
not secure the necessary 75 or-
ders from the home market for
which it has been designed, then
Europe may never again build a
big transport aircraft and the
world demand will ultimately
be met by America and Russia.
DROPPING OUT
History shows that Airbus got
there in the end, but initially it
was a Franco-German affair. The
UK bailed out of Airbus as a full
partner in April 1969 and the
big twin plans were scaled
down around the smaller A300B,
spelling the end for the too-pow-
erful RB.207.
Meanwhile, Rolls-Royces
smaller big fan the RB211
was in development as the sole
choice on the Lockheed TriStar.
From 1977 it found its way onto
the Boeing 747.
Despite overtures from Derby
about the RB211, Airbus opted
for an off-the-shelf solution from
General Electric, so it was the
McDonnell Douglas DC-10s CF6
that powered the rst A300Bs.
And so began a transatlantic ro-
mance that lasted for three dec-
ades. In fact, the moment the
love affair began to sour can be
pinpointed to February 1997,
when GE walked away from
plans to power the then-pro-
posed A340-500/600.
GE blamed the failure of the
talks on the two sides inability to
agree on nancial terms and con-
ditions. We dened the engine for
the aircrafts technical require-
ments, but could not reach agree-
ment on price and risk-sharing.
By that time, Rolls nally had
its foot in the Airbus door, with
the Trent itself an RB211 itera-
tion having joined the A330
programme in 1995 as the third
of three power choices behind GE
and Pratt & Whitney.
TRENT FIRST
The rst Trent-powered A330
was delivered to Cathay Pacic
in early 1995 and today more
than 600 of the twinjets are ying
with Rolls-Royce power, ac-
counting for more than 55% of
the total eet. Half the A330s on
order today (excluding the Neo),
will be Trent-powered.
Rolls may have been the new
kid on the block in Toulouse 20
years ago, but it quickly charmed
Airbus and the Trent became the
natural substitute after GE with-
drew from the A340-500/600. At
the Paris air show in June 1997,
Airbus launched the A340
growth derivatives with Trent
500 power only but avoided
describing the deal as exclusive.
The next piece of the jigsaw
came in July 1999, when GE
signed up with Boeing to be ex-
clusive supplier on Boeings
777X family, which subse-
quently became the
-200LR/300ER. With the market
estimated at around 500 air-
craft, Boeing said the business
case didnt allow us to do any-
thing else other than a sole-
source engine deal.
That argument obviously
didnt stack up for the 787, so
Number of aircraft
0
10
20
30
40
50
60
70
80
90
'13 '12 '11 '10 '09 '08 '07 '06 '05 '04 '03 '02 '01 '00 '99 '98 '97 '96 '95 '94
SOURCE: Flightglobal's Ascend Fleets database
AIRBUS A330 DELIVERIES BY ENGINE MANUFACTURER
1994-2013
Rolls-Royce General Electric Pratt & Whitney
The Rolls-Royce-powered HBN 100 was a pre-Airbus mid-1960s study
GE blamed the failure
of the talks on the
two sides inability
to agree on nancial
terms and conditions
A
ir
b
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NEWS FOCUS
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23 fightglobal.com
Half-year
safety review
FEATURE P24
Cathay Pacic took delivery of the rst Trent-powered Airbus A330s in 1995, with more than 600 of the total eet now using Rolls-Royce engines
Rolls secured a slot on that pro-
gramme. But the Trent 1000 has
struggled to match the success of
GE and currently has just one-
third of the engine market.
ROLLS IN
When Airbus launched the A350
Mark 1 in 2005, it was powered
by a GE GEnx engine. But a Trent
option was quickly added and
the Rolls option became the only
choice a year later when the
A330-derived plans were
shelved and replaced by the all-
new A350 XWB.
The polarising of the GE/Boe-
ing and Rolls/Airbus relation-
ships took another step forward
when the US engine maker be-
came sole source on the 21st cen-
tury iteration of the 777X last
year. It had already secured a
similar deal on the revamped
747-8 family, although sales in
the large-aircraft sector continue
to disappoint.
Fast forward to this years Farn-
borough and the nal piece of the
puzzle slotted into place, when
Rolls and Airbus announced they
were getting together to reinvent
the A350 Mark 1. And as with all
exclusive deals, the customers
arent exactly ecstatic, but Air
Lease boss Steve Udvar-Hazy
thinks it will be okay.
Air Lease had been cam-
paigning for two engine choic-
es, says Udvar-Hazy, but after
GE absconded, Rolls and Airbus
were able to forge an arrange-
ment that is very satisfactory to
the customer.
Airbus sales chief John Leahy
explains: We have built into the
price of the airplane an economic
package from Rolls-Royce. Weve
taken the liberty of negotiating
[the discount achieved through
an engine competition] in ad-
vance with Rolls, so all the cus-
tomers get a good price.
Flightglobals Ascend Fleets da-
tabase shows that Rolls-powered
aircraft now account for two-
thirds of Airbuss widebody deliv-
eries each year and almost 80% of
its widebody backlog. With Pratt &
Whitney in rapid decline and GE
taking its ball home on the
A330neo, the only non-Rolls
position going forward is with En-
gine Alliance on the A380.
But the next chapter in the
Rolls/Airbus love affair may take
a little longer to write. With En-
gine Alliance apparently luke-
warm towards Emirates boss Tim
Clarks enthusiasm for an
A380neo, we could well see a
Trent derivative become the ex-
clusive engine on any second-
generation Airbus superjumbo.
And as Airbus chief executive
Fabrice Brgier said of a re-en-
gined A380 at Airbuss Farnbor-
ough wrap-up conference: Will
it take place one day? Yes. Will it
be for 2020? I dont think so.
General Electric
25.2%
Rolls-Royce
50.4%
Pratt & Whitney
10.3%
Unannounced
14%
NOTE: Data for frm orders at July 2014 and
excludes A330neo
AIRBUS A330 BACKLOG BY
ENGINE MANUFACTURER
General Electric 5.2%
Engine Alliance 5.8%
Pratt & Whitney 2.1%
Rolls-Royce
77.1%
Unannounced
9.7%
NOTE: Data for frm orders at July 2014 and
excludes A330neo
AIRBUS WIDEBODY BACKLOG
BY ENGINE MANUFACTURER
PRODUCTION DAVID KAMINSKI-MORROW LONDON
A330neo transition complete by 2019
Airbus aims to complete the transi-
tion to all-A330neo production by
the end of 2019, following its launch
of the re-engined type.
The airframer is intending to intro-
duce the initial variant, the A330-
900neo, before the close of 2017
and roll its output over to the new
type exclusively during 2018-19.
Airbus has a backlog of 232 pas-
senger A330s, mostly the larger
-300, but it is also producing the
type at a rate of 10 per month.
Chief operating offcer for custom-
ers John Leahy says there are a
couple of hundred holes to fll in
terms of pre-transition slots for the
current A330.
But he is confdent that the popu-
larity of the type will enable Airbus to
bridge the gap to the beginning of
A330neo production. There are
good and solid reasons to buy [cur-
rent A330s] today, says Leahy. We
expect to maintain production.
Airbuss A330 line also includes
the A330-200 freighter, but the back-
log is for just 11 aircraft, and sales of
the type particularly in the weak car-
go market have been soft.
A
ir
b
u
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fightglobal.com
HALF-YEAR SAFETY
24
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DAVID LEARMOUNT LONDON
It has been another safer six months to y. Declining
global accident rates, however, raise the prospect of
complacency, so safety bodies are encouraging the
industry to learn more from incidents where no damage
occurred and to be ready to deal with the unexpected
ANALYSIS
AIRLINE ACCIDENT REPORTS PUBLISHED THIS YEAR
BETTER
PREPARED
AIRLINE ACCIDENT reports, either
fnal or interim, published by
investigators during the frst six
months of 2014:
Russian investigators have con-
cluded that an unstable approach at
high speed contributed to the fatal
29 December 2012 Red Wings
Tupolev Tu-204 overrun at Moscow
Vnukovo airport. The aircrafts ap-
proach speed, up to 24kt higher
than it ought to have been, pro-
longed the Tu-204s foat before it
made contact with the runway. This
resulted in a reduction in available
landing distance, while the soft
1.12g touchdown in a crosswind
meant weight-on-wheels switches
did not activate, and the spoilers
did not deploy and the thrust-revers-
ers would not operate. However, the
crew did not wait for confrmation of
reverser deployment before engag-
ing high engine power, which in-
stead accelerated the Tu-204
forwards. The report says the crews
failure to engage reverse thrust cor-
rectly meant the aircraft did not de-
celerate and eventually overran the
runway, colliding with a highway em-
bankment. Five of the eight occu-
pants of the aircraft, which had
been operating a positioning fight,
were killed in the crash.
Pilot fatigue and demanding air-
port approaches were examined at
a US National Transportation
Safety Board (NTSB) hearing into
the 14 August 2013 fatal crash of
a UPS Airbus A300-600. The air-
craft crashed on fnal approach to
Birmingham-Shuttlesworth
International airport, Alabama. We
have not identifed any anomalies
with the airplane, systems, or en-
hanced ground proximity warning
system [EGPWS], said the NTSBs
Daniel Bower. The pilots were carry-
ing out a non-precision localiser/
DME approach to the 2,146m-long
runway 18 because the main ILS
We have not
identied any
anomalies with the
airplane, systems,
or EGPWS
DANIEL BOWER
NTSB
T
he disappearance of Malaysia Air-
lines ight MH370 has cast a shadow
over a set of excellent global airline
safety gures for the rst half of 2014.
Even including MH370, the gures are good,
but without it they are exceptional.
MH370 cannot be declared an accident at
present. The ofcial line is that its loss was
probably the result of deliberate action by
someone on board. So, while reporting and
examining the facts surrounding the missing
Boeing 777-200ER, this report will look at this
years statistics to 30 June minus the MH370
gures, just as other incidents involving de-
liberate or hostile action are excluded.
MH370 disappeared on 8 March. It was last
seen on radar over the Andaman Sea, and no
The 30 June fatal crash of a Nepal Airlines Twin Otter was the only one involving a commercial passenger aircraft in the first six months
fightglobal.com
HALF-YEAR SAFETY
there would be 10 fatal airline accidents per
day in which revenue passengers would be
killed. The number of deaths that would re-
sult annually is more difcult to make mean-
ingful, because it would depend if it were fac-
tored for the much greater number of people
on each ight today, and the greater distance
covered by faster aeroplanes. But he points
out that whichever way the gures are fac-
tored, the number of passenger deaths annu-
ally would be between 50,000 and 200,000.
Michel Masson, of the European Aviation
Safety Agencys European Human Factors
Advisory Group (EHFAG) says EASA has
been preparing for some time for the unde-
sirable secondary effect not a particularly
obvious one of an industry that gets used
to having very few fatal accidents. That
runway was closed. The sky was
overcast with calm winds and
16km visibility beneath the 1,000ft
cloudbase. At 04:47 local time, the
fight crew received a sink rate
alert from the EGPWS at 235ft
above airfeld level with a descent
rate of 1,536ft/min (7.8 m/s).
There is a low hill beneath the fnal
approach path for runway 18, and
the decision height for that ap-
proach was 500ft AAL, said Bower.
The aircraft hit trees and terrain
about 1.93km (1.20 miles) from
the end of the runway and caught
fre. Cockpit voice recorder tran-
scripts show that the pilots men-
tioned they had been feeling tired
on recent trips. Data from the hear-
ing showed that UPS pilots called
in unft for duty owing to fatigue on
138 occasions in 2013.
A short-circuit in a lithium-metal
battery probably caused the fre that
damaged an Ethiopian Airlines
Boeing 787-8 last year, and certif-
cation requirements for lithium bat-
teries designed for use in aircraft
equipment must be improved, the
UK Air Accident Investigation Branch
(AAIB) says in a new special bulle-
tin. The fre at London Heathrow
airport on 12 July 2013 was prob-
ably the result of a botched electri-
cal assembly of the aircrafts
emergency locator transmitter (ELT).
This led to short-circuiting, causing
its battery to overheat and start a
process known as thermal runaway,
which generates intense heat. The
fre spread in the aircrafts rear up-
per fuselage while the aircraft was
empty and unattended until the fre
crews arrived, causing extensive
damage to the 787s composite
materials hull. The AAIB explained
this ELT is powered by a fve-cell
lithium-metal (not lithium-ion) bat-
tery, and described what it found:
The internal battery pack had expe-
rienced severe disruption, exhibiting
evidence of a very high-energy ther-
mal event, consistent with having a
thermal runaway. All fve cell cases
had been breached and burnt mate-
rial had been ejected into the bat-
tery compartment and outside of
the ELT case. The AAIB said: It is
recommended that the [US Federal
Aviation Administration] develop
enhanced certifcation require-
ments for the use of lithium-metal
batteries in aviation equipment,
|
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25
R
e
x

F
e
a
t
u
r
e
s

Aviation is getting so safe
now that it is difcult to
explain to ordinary travellers
just how safe it is
almost one-half the previous all-time record.
Those gures include all fatal airline acci-
dents involving all types of operations, in-
cluding pure freight, airline crew base train-
ing, and ferry or positioning ights.
The largest passenger aircraft involved in a
fatal accident this year to 30 June was a 19-
seat Nepal Airlines de Havilland Canada
Twin Otter. It was the only commercial trans-
port passenger aircraft fatal accident. The oth-
ers all involved non-passenger operations (see
accident list).
Looking back 40 years at the rst half of
1974, there had been 25 fatal airline accidents
involving passenger ights in that period,
when far fewer ights took place every day.
Paul Hayes, safety director at Flightglobals
Ascend consultancy, says aviation is getting
so safe now that it is difcult to explain to or-
dinary travellers just how safe it is. The
chances of being on board a fatal ight are so
small that the number of noughts between the
decimal point and the rst positive gure is so
massive it feels meaningless.
Applying the airline fatal accident risk that
was current in 1950 to the number of ights
that take place today, Hayes has deduced that
Number of fatalities
FATAL ACCIDENTS AND FATALITIES IN FIRST SIX MONTHS OF EACH YEAR: 200414
SOURCE: Flightglobal archive
Number of fatal accidents
Year
14 04 05 06 07 08 09 10 11 12 13
0
100
200
300
400
500
600
700
800
0
10
15
20
25
trace of it or the 239 people on board has been
found since, but the Indian Ocean search will
resume in August. The details of the event, in-
sofar as they are known, are shown separately
(see accidents list under Fatal events: sched-
uled passenger ights).
REDUCTION
If this event were included as an accident
and if the death of those on board were as-
sumed a preliminary estimate of airline fatal
accidents in the rst six months of 2014
shows six, and the total number of resultant
deaths is 267. That compares with the previ-
ous global best-ever period January-June
2013 in which there were nine fatal acci-
dents and 58 fatalities.
If MH370 is omitted, the gures for this
year are ve fatal accidents and 28 fatalities

fightglobal.com 26
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HALF-YEAR SAFETY
CONTINUED
AIRLINE ACCIDENT REPORTS PUBLISHED THIS YEAR
potential effect is, basically, a lapse into
complacency. Since the industry has always
used the lessons from accidents to spur it to-
wards higher performance, will airline ac-
countants attempt to reap the safety harvest
by reducing investment in things like train-
ing and maintenance?
Masson points out what happens statistical-
ly when policy has to be made using very little
accident data. In this situation, he says, there
is an unclear trend and correlation between ac-
cident scenarios, a risk of complacency, and of
safety awareness erosion. He notes safety
agencies have long argued that learning from
actual accidents is insufcient, and that a risk-
based approach making use of precursors is
needed. This means that incidents that have
not culminated in damage because the crew
intervened must be recorded and treated for
risk assessment purposes as the accident they
would have become had the crew not inter-
vened because one day the crew might not.
Masson explains that the European Com-
mercial Aviation Safety Team (ECAST), since
2012, has taken the following policy line: se-
vere incidents must be investigated, the re-
ports published and shared among the com-
munity. In Europe, he notes, this poses a
translation challenge. The ECAST also
demands that safety assumptions, safety de-
fences and barriers must be continuously
challenged, using selected incidents and a
formal process, and an efcient dissemination
process must be established.
CO-ORDINATION
ECAST has also set up a task force looking at
high-risk incidents. These do not happen
often, but could do. The other area of study is
how to prepare crews for unexpected combi-
nations of events that partly result from the
complexity of todays airliners. For unique
combinations of events, checklists cannot be
written nor procedures prepared. This work is
performed in co-ordination with the Europe-
an Network of Analysts, according to Masson.
to take account of current indus-
try knowledge on the design, opera-
tional characteristics and failure
modes of lithium-metal batteries.
At a June public hearing review-
ing evidence on the 6 July 2013
Asiana fight 214 accident at San
Francisco international airport, the
US NTSB said that crew failures
ultimately caused the accident, but
systems mode complexities and
poor training provision by the air-
line will probably be ruled to be
contributory factors. Carrying out a
visual approach to runway 28L in
excellent visibility, the aircraft be-
came very low and slow on short
fnal having been fast and high ear-
ly in the approach. The crew did not
realise how low and slow the air-
craft was, but noticed in the last
few seconds and began to advance
the power levers. The lowest air-
speed just before the aircrafts tail
hit the sea wall well short of the
runway threshold was 103kt, and
the stickshaker had begun operat-
ing. The speed had dropped so low
because, although the autothrottle
was engaged, the engines had
stayed at idle and the crew had not
realised this. The crew had retard-
ed the power levers manually to
idle earlier in the approach when
they were fast and high, and the
autothrottle went into hold mode
when the autopilot was in fight
level change mode, a mode in
which the autothrottle does not
control the speed attitude does.
The crew expected the autothrottle
to control their speed but it did not.
The hearing was told that the crew
did not understand these mode
complexities even when they had
been informed about them. The
NTSB has requested that Boeing
improve the description of the sys-
tem in its fight crew manual, asked
the Federal Aviation Administration
to review the certifcation of the
system, and said that Asiana must
improve its pilot training in auto-
matic systems.
The crew did not
realise how low and
slow the aircraft
was, but noticed in
the last few seconds
Among the events so far this year listed in
the accidents and incidents summary, high-
risk events can be identied even from such a
short period. For example, the Etihad Regional,
Lion Air, Jet2 and Travel Service Airlines
heavy landings are part of a trend the industry
is beginning to acknowledge, and there contin-
ues to be an undesirable number of long land-
ings and runway overruns/excursions despite
industry attempts to raise awareness of the
risk. And according to the EHFAG theory that
Masson describes, the heavy landings which
merely damage the gear and buckle the fuse-
lage are risk indicators of a potentially worse
outcome. If a landing becomes heavy enough it
will eventually be described as a crash.
There is an unclear trend
and correlation between
accident scenarios, a risk
of complacency, and of
safety awareness erosion
MICHEL MASSON
European human factors advisory group, EASA

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AA airfeld approach/early descent
AAIB UK Air Accidents Investigation
Branch
AAL above airfeld level
ACARS automatic communication
addressing and reporting system
ADC air-data computer
ADF automatic direction fnder
AF air force
AGL above ground level
AMSL above mean sea level
AOA angle of attack
ASI airspeed indicator
ATC air traffc control
C climb
C-B circuit breaker
CFIT controlled fight into terrain
CNK cause not known
CVR cockpit voice recorder
DME distance measuring equipment
ECAM electronic centralised aircraft
monitor
EFIS electronic fight-instrument
system
EGPWS enhanced ground proximity
warning system
EGT exhaust gas temperature
EICAS engine indicating and
crew alerting system
ER en route
ETOPS extended-range twin
operations
FAA US Federal Aviation
Administration
FDR fight data recorder
FL fight level = altitude, in
hundreds of feet, with international
standard pressure-setting (ISA) of
1013.2mb set on altimeter (eg
FL100 altimeter reading of
10,000ft with ISA set)
FMS fight management system
G on ground
GPU ground power unit
GPWS ground proximity warning
system
HP high pressure
IFR instrument fight rules
IMC instrument meteorological
conditions
ILS instrument landing system
ISA international standard
atmosphere sea level pressure of
1013.2hPa and standard temp -
erature/pressure lapse rate with
altitude
L landing
LP low pressure
MEL minimum equipment list
MTOW maximum take-off weight
NDB non-directional beacon
NTSB US National Transportation
Safety Board
PAPI precision approach path
indicator
PAX passengers
PF pilot fying
PNF pilot not fying
RA runway/fnal approach
SID standard instrument departure
TAWS terrain awareness and
warning system
TO take-off
TOGA press-button selected take-
off/go-around thrust
VASI visual approach slope indicator
VFR visual fight rules
VHF very high frequency
VMC visual meteorological
conditions
VOR VHF omni-range navigation
beacon
V
1
take-off decision speed
Conversion factors
1nm = 1.85km
1ft = 0.3m
1kt = 1.85km/h
GLOSSARY OF TERMS AND ABBREVIATIONS
ACCIDENTS AND INCIDENTS
JANUARYJUNE 2014
NOTES ON TABLES
Data comes from Flight Internationals research in association with Flightglobal advisory service Ascend, which compiles the World Aircraft
Accident Summary, among other safety analysis products. Details of non-fatal incidents are not made available ofcially by authorities in many
countries, but Flight International continues to list known signicant incidents to maximise the availability of relevant information. We accept
that the non-fatal listing may be weighted against the airlines of those countries that make safety information more readily available.
Date Carrier Aircraft type/registration Location Fatalities
(crew/pax)
Total occupants
(crew/pax)
Phase
FATAL EVENTS: SCHEDULED PASSENGER FLIGHTS
8 Mar Malaysia Airlines Boeing 777-200ER (9M-MRO) Over Malacca Strait 12/227 12/227 ER
The Malaysian authorities believe the circumstances of this fights disappearance probably suggest deliberate action by a person or persons on board. The aircraft, operating fight MH370 from Kuala Lumpur for
Beijing, took off shortly after midnight and climbed to FL350. Over the Gulf of Thailand, just after Kuala Lumpur ATC had handed the aircraft over to Ho Chi Minh ATC and the crew had acknowledged the handover call,
the aircrafts transponder stopped operating, so MH370 was no longer visible to ATC on secondary radar. The MH370 crew never contacted HCM. The last automatic ACARS transmission had taken place during the
climb. On military primary radar the aircraft was seen to turn west and fy across the Malaysian peninsula, then head northwest over the Malacca Strait before contact was lost. Inmarsat estimates the aircraft, when
over the Andaman Sea, turned south towards the open Indian Ocean. This is deduced from automated aircraft responses to handshake signals from Inmarsat satellites. The aircrafts handshake responses con-
tained no data, but the aircrafts range from the satellite could be deduced each time. These range pings each provide a long arc on the globes surface, somewhere along which the aircraft must be. This happens
each time the handshake takes place, so together with the primary radar data showing the aircrafts early track and speed, this enables an estimated plot of the aircrafts track to be proposed. The last satellite re-
sponse received took place shortly after 08:00 Malaysia time, about the time the aircraft would have run out of fuel. Searches have been conducted in the Indian Ocean to the west and northwest of Australia but
they found nothing on the surface or the sea bed. The search was suspended in May but will resume in August 2014. The aircraft remains missing and no wreckage has been found. The crew and passengers are
missing, presumed dead.
FATAL ACCIDENTS: REGIONAL AND COMMUTER AIRLINES
16 Feb Nepal Airlines DHC Twin Otter 300 (9N-ABB) ER Jumla-Pokhara, Nepal 3/15 3/15 ER
Hit high terrain in cloud and deteriorating weather that included imbedded cumulo-nimbus. The investigators said the accident was caused by a crew loss of situational awareness.
FATAL ACCIDENTS: NON-PASSENGER FLIGHTS
18 Jan Trans Guyana Airways Cessna Grand Caravan (8R-GHS) Mazaruni region, Guyana 2 2 ER
This cargo fight crashed in forest not long after take-off from OIive Creek bound for Imbaimadai. The pilot put out a mayday call stating that the aircraft was going down.
17 Feb Global Air Connection BAe 748-2B (5Y-HAJ) Rabkona airport, South Sudan 1 4 L
The aircraft was chartered by the International Organisation for Migration, which reports that the aircraft veered off the runway, across a ditch and one of the wings hit vehicles, causing a fre.
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Date Carrier Aircraft type/registration Location Fatalities
(crew/pax)
Total occupants
(crew/pax)
Phase
FATAL ACCIDENTS: NON-PASSENGER FLIGHTS
8 Apr Hageland Aviation Services Cessna Grand Caravan (N126AR) 50km SE of Bethel, Alaska, USA 2 2 ER
The aircraft entered a steep descent during crew training manoeuvres in good daylight weather and hit the ground.
8 May Aliansa Douglas DC-3 (HK4700) North of San Vicente del Caguan,
Colombia
5 5 ER
The aircraft was operating a cargo fight from Villavicencio to Florenzia but it came down in high terrain north of San Vicente. Offcial casualty reports say there were fve crew on board, but press reports maintain
there were six.
Date Carrier Aircraft type/registration Location Injuries
(crew/pax)
Total occupants
(crew/pax)
Phase
SIGNIFICANT NON-FATAL ACCIDENTS (ALL OPERATIONAL CATEGORIES)
2 Jan NatureAir Bombardier Dash 6 (TI-BFN) La Fortuna airport, Costa Rica -/- 2/? L
The aircraft overran the runway and the nose gear collapsed.
5 Jan Air India Airbus A320 (VT-ESH) Jaipur International airport, India -/- 5/168 L
Touched down on soft ground to the left of runway 27 in fog with a visibility of about 200m, and received substantial damage when it veered further left and its port wing struck a tree. The aircraft had diverted from
Delhi where the visibility precluded landing, and it is understood to have had insuffcient fuel on board to divert elsewhere from Jaipur. Runway 27 has a Cat 1 ILS.
10 Jan Carson Air Fairchild Metro (C-FJKK) Regina airport, Saskatchewan,
Canada
- 2 L
The aircraft touched down about half-way along the runway in poor visibility with a 5kt tailwind and a contaminated surface. It overran the end by about 100m.
18 Jan Aeronaves McDonnell Douglas DC-9F (XA-UGM) Plan de Guadelupe airport, Mexico - 3 L
The aircraft landed at night in poor visibility about two-thirds of the way along the runway and ran off the left side.
29 Jan Air Greenland DHC Dash 8-200 (OY-GRI) Ilulissat airport, Greenland -/3 3/12 L
The crew expected a crosswind on landing, and checked the threshold wind frequently as they carried out their choice of an NDB approach to runway 07. On short fnal the wind was reported from 140 at 26kt gust-
ing 39kt. On landing the left main gear failed the investigation later determined it was a stress failure. The aircraft swung left off the runway and down a slope to rocks, and the crew ordered an evacuation.
1 Feb Garuda Indonesia Boeing 737 (PK-GFW) Juanda, Surabaya, Indonesia -/- 6/104 TO
Tread from the aircrafts left outer main gear tyre was shed during the take-off run. At the destination, the crew carried out a fy-by with the gear down in front of the tower to see if damage was visible, then landed on
runway 28. During the landing roll the tyre failed, and debris caused major damage to the left spoilers, thrust reverser, wing underside and aft fuselage.
1 Feb Lion Air Boeing 737-900 (PK-LFH) Juanda-Surabaya airport, Indonesia -/5 7/215 L
The aircraft bounced four times during its landing on runway 28, also triggering the tailskid indicator, smashing the nosewheel and bursting a main gear tyre. The fnal touchdown registered nearly 4g and caused fu-
selage wrinkling aft of the wing. The surface wind was reported to be 270deg at 16kt
2 Feb East Air Airbus A320 (EY-623) Kulyab, Tajikistan -/- 6/186 L
Inbound from Moscow Domodedovo, the aircraft carried out a daytime approach in heavy snow. It overran the runway end into deep snow and suffered major damage.
13 Feb Jetstar Asia Airbus A320 (9V-JSN) ER over Java, Indonesia -/- ?/? ER
Unintentionally few, at night, through volcanic ash cloud downwind of Mount Kelud, sustaining major damage to both engines, but they continued to function. The aircraft landed safely at Jakarta.
17 Feb Jet2 Boeing 737-800 (G-GDFC) Funchal airport, Madeira, Portugal -/- 7/175 L
The aircraft suffered windshear on short fnal approach to runway 05, owing to a variable crosswind from the left reported at 330 at 14kt gusting to 24kt, caused by the fact that the runway is on the lee side of high
ground when the wind is from that direction. The captain persisted with the approach despite the fact that a high sink rate developed just before touchdown, and the aircraft bounced on landing. The aircraft came to
a halt safely, but suffered a tail-scrape and some fuselage deformation.
22 Feb Travel Service Airlines Boeing 737-800 (OK-TVT) Lajes airport, Azores Islands -/- 6/164 L
The fight was from Prague, Czech Republic to Montego Bay, Jamaica, with a planned fuel stop at Lajes. The wind at Lajes was strong, gusting and variable with a crosswind from the right. The aircraft encountered se-
vere windshear and turbulence in the last 5nm (9km) of the approach to runway 15. The aircraft touched down hard on the main and nose gear simultaneously, bounced and touched down a second time with a de-
celeration of 3.5g that caused damage to the undercarriage and fuselage frames.
25 Feb Guicango Embraer Brasilia (D2-FFZ) Nr Lukapa airport, Angola -/- 3/14 ER
A technical issue thought to be engine problems developed en route from Luanda to Dundo, forcing the crew to attempt a diversion and emergency landing on runway 18 at Lukapa. The crew lost directional con-
trol on the wet runway, veered right and came to rest on rough ground, sustaining substantial damage.
13 Mar US Airways Airbus A320 (N113UW) Philadelphia international airport,
USA
-/2 5/149 TO
The aircraft was taking off from runway 27L bound for Fort Lauderdale when the crew, immediately after rotate, aborted the take-off because of indications of a No 1 engine fre. The nose gear touched down and col-
lapsed and the aircraft came to a halt partly off the runway. Two passengers were injured in the evacuation.
11 Apr Kenya Airways Embraer 190 (SY-FFC) Dar es-Salaam, Tanzania -/- 6/49 L
The aircraft ran into a heavy rain shower on short fnal approach to runway 23 and the captain took control from the co-pilot who had lost sight of the runway. On landing the aircraft veered right off the runway before
returning to it. The aircraft suffered major damage.
20 Apr Blue Bird Aviation Fokker 50 (5Y-VVJ) Guriel landing strip, Somalia - 3 L
The aircraft landed long and ran off the end of the runway at high speed. The left wing failed and broke away.
24 Apr Wasaya Airways Beechcraft 1900 (C-FWXL) Sachigo Lake airport, Ontario,
Canada
-/- 2/9 C
The crew heard wind noise soon after take-off and suspected a door failure despite getting no warnings. When a crew member went to check it, the main cabin door popped open about 25cm and the door warn-
ing light came on. The crew elected to turn back and declared an emergency. On approach the door had opened fully, and it separated on landing.
8 May Ariana Afghan Airlines Boeing 737-400 (YA-PIB) Kabul international airport,
Afghanistan
-/- 5/130 L
The aircraft overran the end of runway 29 by about 300m, destroying the ILS localiser array. The aircraft encountered heavy rain on short fnal approach and the runway was wet.
10 May IRS Airlines Fokker 100 (5N-SIK) Kwasi Posa, Nr Magaria, Nigeria -/- 2 ER
The aircraft was carrying out a post-maintenance (C-check) ferry fight from Bratislava, Slovakia to Kano, Nigeria. Shortly after waypoint Ganla on airway UA604 the crew reported an unspecifed system problem that
appears to have affected navigation, because they got lost in a sandstorm. Fearing that they would run out of fuel, the crew force-landed on fat ground, and the right main landing gear and the nosewheel collapsed.
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DAVID LEARMOUNT LONDON
A European safety forum has found that compliance with
standard practice on go-arounds is poor and is studying
pilots behaviour to clarify policy and reduce accidents
SECOND
CHANCES
Conventional wisdom says pilots should go around if an approach is not stabilised by 500ft but in most cases, they do not do so, says the FSF
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ailing to abandon a risky approach
when necessary can be disastrous, but
many times in recent years, go-arounds
formerly considered a simple ma-
noeuvre have themselves ended in disaster.
The Go-around Safety Forum, held by the
Flight Safety Foundation, Eurocontrol and the
European Regional Airlines Association in
Brussels this time last year heard that one in
10 go-around reports record a potentially
hazardous go-around outcome, including ex-
ceeded aircraft performance limits or fuel en-
durance. Go-arounds occur between one and
three times every 1,000 ights.
This has led, since the debate began in
about 2010, to a dichotomy: is it less danger-
ous to land from an unstabilised approach
than to carry out a go-around? That is a seri-
ous question that needs precise answers, and
in 2011, the FSF committed to nding them
out, because it is clearly not a matter of a
simple yes or no.
A stabilised approach describes one in
which the aircraft is on (or very close to) the de-
sired approach path and glideslope, at the cor-
rect speed, and in its landing conguration, and
all these parameters must be met at or before
reaching a designated point on nal approach to
the runway. The FSF says that 3.5-4% of all ap-
proaches are deemed to be unstable.
Conventional wisdom still says that if an
approach is not stabilised by 500ft on nal ap-
proach (some airlines say 1,000ft), crews
should go around, but, according to early re-
sults from the FSFs project, they hardly ever
do so. Only on 3% of unstable approaches,
says the FSF, do pilots elect to go around, so
97% of the time they decide to ignore stand-
ard operating procedures and land despite the
unstable parameters, and much of the time
they do so with no negative consequences.
The reason for the advice to go around from
an unstabilised approach is that a poorly exe-
cuted approach is deemed to be the usual
cause of that most common of all airline acci-
dents: the runway excursion. The foundation
comments: It can be argued, therefore, that
the almost complete failure to call go-arounds
as a preventive mitigation of the risk of con-
tinuing to y approaches that are unstable
constitutes the number one cause of runway
SAFETY
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WHEN GO-AROUNDS GO WRONG
The events listed below were all acci-
dents in which the crew lost control of the
aircraft during an attempted go-around.
The 2013 accidents are still being investi-
gated, the Afriqiya, Armavia and Gulf Air
events were all attributed at least partly
to somatogravic illusion at night, and the
China Air Lines one was the result of crew
control inputs resulting from confusion
over whether the autopilot was engaged
or not.
17 November 2013 Tatarstan Air
Boeing 737-500 at Kazan, Russia.
29 January 2013 SCAT Bombardier
CRJ200ER at Almaty, Kazakhstan
12 May 2010 Afriqiya Airways Airbus
A330-200 at Tripoli, Libya
3 May 2006, Armavia Airbus A320 at
Sochi, Russia
23 August 2000 Gulf Air Airbus A320
at Bahrain
26 April 1994 China Air Lines Airbus
A300B4 at Nagoya, Japan
excursions. The FSFs acting chief oper-
ating ofcer William Bozin said earlier this
year: We have to step back and face the reali-
ty that a new construct must be considered to
drive pilots toward a go-around when it is in-
deed absolutely requiredwhile [the basic
stable-approach criteria] serve as an excellent
guide on how to y an aircraft with precision
on approach, a small deviation from the strin-
gent criteria does not necessarily create a risk
worthy of triggering a go-around decision.
PSYCHOLOGICAL FOCUS
The FSF, still in the process of researching data
to identify all the risks associated with that
land/go around decision, has begun examining
the complex psychology of pilot decision-mak-
ing specically at that critical point. Its chosen
means of understanding the mental processes
is to send a series of carefully framed questions
to 2,300 professional pilots. Here is an exam-
ple: What is the implicit incentive structure
for ying go-arounds versus continuing the
unstable approach that pilots perceive in
their organisations culture?
The state of individual pilot situational
awareness on nal approach is what the FSF is
trying to analyse. It explains: Put very simply,
prior to the pilots ability to accurately assess
the operational landscape for potential threats
and risks to aircraft stability, which would
then shape their decision-making around com-
pliance, they must rst and foremost be fully
aware of the objective world around them.
That sounds obvious, but it is not that sim-
ple. The brief time window in which a land/
go-around decision has to be made and carried
out is not static the situation is changing con-
tinuously and fast. The potential exists for a
pilot to make a decision to land, then change it
to a go-around because of a developing aware-
ness of risk, or because of an external effect
such as wind shear or a vehicle driving onto
the runway without clearance to do so.
The FSF had previously developed a model
for assessing how pilots cope with rapidly
changing situations the dynamic situational
awareness model. The team will apply it also
to the land/go-around decision-making pro-
cess when it has gathered all the data. The FSF
explains how it uses DSAM: This study em-
ployed DSAM for measuring and interpreting
the psychological and social factors that collec-
tively make up situational awareness. Within
this model, situational awareness comprises
power to weight ratios. In the 1970s, when far
less data was gathered and far less analysis
done, military pilots especially those ying
navy xed-wing aircraft assumed that every
approach was deemed to be a go-around un-
less, on short nals, all the parameters were
seen to be good for a landing. The go-around
forum last year made this observation: En-
couraging pilots to be go-around minded is
essential for operational safety and an analogy
may be drawn with encouragement to be go-
minded after V1 is passed during take-off.
POOR COMPLIANCE
What needs to be done? The FSF says: If our
go-around policies were effective even 50% of
the time, the industry accident rate would be re-
duced 10-18%. There is no other single deci-
sion, or procedure, beyond calling the go-
around according to SOPs that could have as
signicant an effect in reducing our accident
rate. The FSF adds: Why, then, is compliance
so poor?
Two of the FSFs questions to pilots are
aimed at nding out whether pilots have a dif-
ferent idea from their airline bosses of what
constitutes an approach from which a landing
attempt would be risky: Do pilots accept the
basic denitions set by their organisations for
what denes an unstable condition, as well as
the standard operating procedures (SOPs)
their organizations have set out to handle
them?; and Apart from their companys
denitions, beyond what thresholds of insta-
bility on key ight parameters do pilots per-
sonally dene themselves to be in an unstable
state that warrants a go-around decision?
Early analyses from the FSF questions were
revealing in that they described the problem in
detail without providing an instantly obvious
nine distinct but interconnected and seamless
sub-aspects of awareness. The FSF wants to
understand how each of these sub-aspects in-
uences a pilots risk assessment and
decision-making processes, singly and in con-
cert with one another, to remain compliant ver-
sus non-compliant, in the face of aircraft insta-
bilities while on approach.
That is a tall order in an increasingly com-
plex world with larger and more complex air-
craft, albeit with generally benign, predictable
handling characteristics and impressive
The almost complete failure
to call go-arounds
constitutes the number one
cause of runway excursions
FLIGHT SAFETY FOUNDATION

External effects such as wind shear can inuence decision-making in a fast-changing environment
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ACCORDING TO current industry
wisdom, which is now being re-
viewed for fne tuning, pilots
should abandon unstable
approaches and go around safe-
ly. Between 3.5% and 4% of all
approaches are estimated to be
unstable, yet pilots make a go-
around decision in only a tiny
fraction of those. What follows
are examples of unstable ap-
proaches that should have
prompted a go-around decision
but did not, with dire results.
5 January 2014
Vineland Corporation
Bombardier CL600 business
jet at Aspen County airport,
Colorado, USA. It landed long
in a high, gusting tailwind,
bounced dramatically and
rolled inverted, killing two of
the three people on board. The
landing was the second at-
tempt. The pilot had carried
out a go-around from the frst.
14 August 2013
UPS Airbus A300-600F at
Birmingham airport, Alabama,
USA. The aircraft was carrying
out a localiser/distance meas-
uring equipment approach be-
fore dawn to a runway with no
approach lights. It got too low
over rising ground and hit trees,
crashing about 1,000m
(3,280ft) short of the threshold.
6 July 2013
Asiana Boeing 777 at San
Francisco International airport,
USA. The crew were carrying
out a localiser/DME approach
in excellent daylight visibility
but were relying on the auto-
throttle to keep the aircrafts
approach reference speed cor-
rect, and were not monitoring
the air speed indicator.
Because of the fight manage-
ment mode selected and the
fact that the crew had retarded
the throttles manually to idle
to correct a fast/high situation
early in the approach, the
throttles stayed in idle. The
aircraft dipped below the
glideslope and, when the crew
noticed that they needed to go
around, the airspeed was just
103kt (191km/h). The air-
crafts tail hit the sea wall
short of the runway threshold.
It cartwheeled to a halt and
three people were killed.
ANALYSIS
THE PERILS OF NOT MAKING THAT CRUCIAL CALL
Between 3.5%
and 4% of all
approaches are
estimated to
be unstable
solution. Here are several examples presented
at the go-around forum: Flight crews that con-
tinued an unstable approach to a landing com-
pared with crews that decided to go around,
scored lower on all nine dynamic situational
awareness constructs identied in the DSAM,
and demonstrated signicantly less discussion
about potential threats; pilots who continued
approaches unstable, compared with those
who go around, are less compliant with check-
list use and standard calls.
Most pilots do not feel they will be repri-
manded for non-compliance with GA; ight
crews who continued unstable approaches
were more comfortable operating on the mar-
gin of the safety envelope, and nd little fail-
safe in protective crew norms and processes.
They will use a convenient, easy justication
for non-compliance; most pilots believe their
company instability criteria for a go-around is
unrealistic and their personal thresholds are
below 1,000ft for prole and around 500ft for
energy management. There is little disincen-
tive for non-compliance, nor incentive for
compliance to GA policies.
GET-HOME-ITIS
Other factors have a psychological inuence,
for example the long-accepted pilot malady
commonly nicknamed get-home-itis, nor-
mally credited with motivating crews to bust
through decision heights on approach in mar-
ginal visibility because of their keenness to
land. But the same motivation could also en-
courage them to ignore instability as a risk.
Get-home-itis is heightened by fatigue, par-
ticularly on the nal landing of a duty period,
or among pilots operating at a period of circa-
dian low, like those of the UPS Airbus A300
freighter at Birmingham, Alabama (see box).
And another factor highlighted in the con-
clusions from the 2013 go-arounds forum
might be this: Go-around is relatively rare
manoeuvre for most commercial pilots. On av-
erage, a short-haul pilot may make a go-around
once or twice a year and a long-haul pilot may
make one every two to three years. This might
partially explain pilot reluctance to perform a
go-around. Hence one of the forums recom-
mendations was that awareness of all the risks
involving the land/go-around decision, and in
the performance of go-arounds under different
circumstances, should be emphasised not only
for pilots but across the board in airline man-
agement. Management should have an under-
standing of the implications of the decision pi-
lots are making before they chart the
circumstances under which their pilots are ex-
pected to make it. Another precondition for
dealing successfully with the problem, says the
FSF, is this: A just culture must prevail if
problems in go-around safety are to be suf-
ciently understood and addressed.
The relative rarity of real go-arounds, plus
the fact that pilots are practically never given
recurrent training involving all-engine go-
arounds in simulator sessions, is judged to be a
major factor in loss of control during go-
arounds. Because of existing recurrent training
regulatory requirements, based on tenets that
have not been revised since the 1950s, most go-
arounds that crews get in recurrent training
take place on an approach with an engine fail-
ure. This places its own demands on the pilots,
but the climb rate during go-around with an
engine failure is quite low, so things happen
slowly, which makes things easier if the
missed approach pattern is complex. An all-
engines go-around delivers a high rate of climb
together with a powerful pitch-up moment, so
if the missed approach point demands a climb-
ing turn and levelling out at a height not much
above the go-around altitude for trafc conict
avoidance reasons, the workload is erce.
A second FSF experiment using the same
survey will investigate the personally held
thresholds for instability that pilots believed
would necessitate a go-around call, given a se-
ries of developing scenarios. But the foundation
is not stopping at the pilots it is carrying out a
management survey in parallel with the pilot
survey and a study of the risks inherent in the
go-around itself. Also, air trafc controllers are
responsible for providing real-time weather and
runway surface contamination updates. It is
also ATCs responsibility to consider pilot work-
load if they demand changes to the approach
pattern or runway in use once the approach has
begun. Finally, if it is ATC, rather than the crew,
who demands that a go-around should be car-
ried out, it should again consider pilot workload
and, if the missed approach procedure pattern is
demanding because of terrain or trafc patterns,
provide simple, brief instructions. A longer-
term objective is to simplify missed approach
procedures where possible.
In the end, however, the FSF programmes
recommendations will have three general ob-
jectives: to enhance crew dynamic situational
awareness in the go-around situation; to re-
ne the go-around policy (by reviewing the
stable approach parameters and the stable ap-
proach height); and to minimise the subjec-
tivity of go-around decision-making. The
precise measures that will ensure the delivery
of these objectives and the ultimate objec-
tive of safer go-arounds should be published
before the end of this year.
And if the go-around measures work as in-
tended, a secondary effect of reducing runway
excursions could deliver a dramatic reduction
in the overall accident rate.
The potential exists for a
pilot to make a decision to
land, then change it to a
go-around because of a
developing awareness of risk
LETTERS
fightglobal.com 32
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We welcome your letters on
any aspect of the aerospace
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Please write to: The Editor,
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FLIGHT
INTERNATIONAL
Is Rolls-Royce
gearing up?
MH17
Parallels with Iran Air incident
As happened with MH370, a
great deal of dubious and
premature opinion is being
expressed about Malaysia
Airlines fight MH17, often by
those who should at present
hold their peace.
Most especially it seems to
be assumed that until an area
in this case eastern Ukraine
is designated a hazard,
airlines should not exercise their own judgement.
Flying over a combat zone where aircraft fying as high as
21,000ft have been brought down can only be described as irre-
sponsible in the kindest light.
Uppermost in all airlines priorities should perhaps have been
memories of the incident involving the cruiser USS Vincennes,
which, for reasons that have never been satisfactorily explained,
downed an Iran Air Boeing in the Persian Gulf in 1988. It was fying
at 14,000ft in clear weather and was clearly visible for what it was,
which did not protect it.
This is an event to which President Obama should perhaps at-
tach due importance when holding forth on this latest incident. The
Vincennes incident and the downing of the Malaysian aircraft may
have much in common.
Certainly both acts are equally reprehensible and perhaps both
equally and similarly irresponsible.
Richard Chandless
Vovray en Bornes, France
I read with interest the descrip-
tion of the Rolls-Royce Advance
engine concept (Flight Interna-
tionaI, 8-14 July) as an evolu-
tion of the Trent engine family
[using] an advanced IP turbine
to drive the fan through a power
gearbox, making the LP turbine
redundant.
Translation: The three-spool
Trent has evolved into a two-
spool machine with a reduction
gearbox in the fan drive train.
One must wonder whether a
geared turbofan by any other
name would mesh as sweetly?
RP Czachor
Chief consulting engineer (retired)
Urbana, Illinois, USA
Why be a pilot?
I read with interest your letter
from Anthony Petteford of CTC
(Flight International, 8-14 July).
Firstly I dont believe its the
closed cockpit door which is
responsible for the mythical pilot
shortage. Its more
likely to be the
massive cost to
start a career, and
the continuous
downward
movement of
terms and
conditions, much of it
driven by the large training
organisations and airline
management.
Most intelligent young people
can see a career in the cockpit is
less desirable than ever before.
As far as encouraging
youngsters into the profession, I
would recommend they look
long and hard at what they are
taking on. While the race to the
bottom in terms and conditions
continues, dont expect too many
sharp youngsters to be queuing
outside the recruiters door!
Capt Paul Harper-Little
By email
Role of the RAT
With regard to Mr Schulzs letter
about the FAA waiver for 787-9
ram air turbine (Flight Interna-
tional, 15-21 July), I want to
point out the following:
In normal operation the RAT
may be used once or twice for
real in a aircrafts life span.
So it is logical to change the
device if it is used in normal op-
eration to make sure no degrada-
tion of the capacitor can happen.
So I think a waiver and time
limit to come up with a better de-
vice is a reasonable solution.
And for ETOPS the RAT is not
delivering any thrust so the en-
gines cannot be restarted, so it re-
ally does not matter where you
are over the Atlantic Ocean.
F Plasmans
By email
Weight a minute
In your cover story about the 787
(Flight International, 15-21 July),
there seems to be an error in the
spec sheet comparing the
different models. The Model-8
shows a landing weight of 380
tons, far higher than the take-off
weight of 227.9; it has to be 180
instead of 380.
Rodolfo A Serna
Bogota, Colombia
Editors reply: Apologies. We
entered the number in imperial
rather than metric measure-
ments. It should be 172.4t.
Disconnect
With regard to your feature on
the Bombardier CSeries (Flight
International, 8-14 July) is this
what one calls joined-up man-
agement?
At the top of column two: as
of late June little is known about
the nature and cause of the un-
contained failure
Top of column three: Both
companies say the cause of the
incident is well understood
Peter Martin
Beacon Hill, UK
The USS Vincennes
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The Advance concept
Training courses to take you there
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34| Flight International | 29 July - 4 August 2014 ightglobal.com
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New and used aircraft
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ightglobal.com 29 July - 4 August 2014 | Flight International | 35
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flightglobal.com/jobs
EMAIL recruitment.services@rbi.co.uk CALL +44 (20) 8652 4900 FAX +44 (20) 8652 4877
Getting careers off the ground
flightglobal.com 29 July - 4 August 2014 | Flight International | 37
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38| Flight International | 29 July - 4 August 2014 flightglobal.com
Interested? Apply online
at Jet2careers.com
B737 & B757
Type Rated Captains
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British International Helicopters (BIH) is one of the UKs largest
domestically owned helicopter operators.
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As part of our continuing operations and expansion plans we are
seeking to recruit enthusiastic pilots for the following position.
Chief Helicopter Pilot MoD/SAR - Newquay
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Pl(as(s(ndCVand(ov(iingl(tt(itoanne.burton@rigbygroupplc.com
Engineering Business Strategy Consultant
Glasgow Airport
Due to continued development of our engineering facilities, Loganair
now invites applications from consultants who are experienced in
developing, implementing and driving strategic changes, ideally within
an engineering EASA Part 145 organisation. Applications will also be
considered from experienced personnel who have a strong business
background with defined skills regarding finance, procurement and
project management.
The successful candidate will previously have held senior positions
within mid-large sized airlines and will lead on projects involving:
engineering cost control and optimising value; stock purchasing and
control; aircraft reliability and timely rectification of defects; productivity
and resource allocation; and cultural change and development.
The consultant will work with the existing engineering team, leading
with ideas and solutions. It is essential that the consultant has excellent
people management skills, having the ability to work closely with
others, influencing and developing the existing team. The role is one
of leadership. It is vital that the incumbent has a style of working that
is grounded, practical, open and inspiring.
The consultant will be based in our Head Office, adjacent to Glasgow
Airport, though some travel around our network will be necessary.
Specific working requirements will be discussed at interview.
To apply, please send your CV and a covering letter to
Brian Mitchell, Director of Human Resources by email:
brianmitchell@loganair.co.uk
Applications will not be accepted via recruitment agencies or similar.
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DONT WANT TO
KEEP THEIR FEET
ON THE GROUND.
For those who
easyJet is one of the biggest airlines in Europe, and were growing at real pace. There are no
signs of us slowing down - in fact, were about to open up three new bases across Europe:
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40| Flight International | 29 July - 4 August 2014 flightglobal.com
We are an international group, acting as sales and service
representatives of the worlds leading business jet manufacturer.
We are expanding our activities and seek an:
Accountable Managerand
CEO
For a fast growing
Maintenance and Aircraft Modification Company
Job description:
We seek a person with proven experience, who is able to lead
a profitable and growing business in a competitive and
challenging market. While always ensuring the highest
commitment to quality of service.
Responsibilities:
Full responsibility for all company activities and P&L.
Drive business growth by attracting more maintenance
customers and developing aircraft modification projects.
Lead an efficient, flexible organization with a fluctuating
workload.
Manage and be accountable for: aircraft service center, design
organization, aircraft modification projects, logistics and finance.
Work closely with Board of Directors on developing business
growth and profitability strategy. Report on progress.
Work closely with the CEO of the Holding Group on
strategic and critical missions.
Qualifications:
At least 5 years of experience in running aircraft
maintenance organizations.
At least 5 years experience and qualification as Accountable
Manager of an EASA Part-145 Maintenance Organization
and preferably of an EASA Part-21 Design Organization, also
experience with EASA Part M.
Engineering background with a strong business orientation.
Proven leadership abilities and a willingness to work hard
to succeed.
Fluent German and English.
Terms of employment:
EXCELLENT TERMS WILL BE OFFERED TO THE SUITABLE CANDIDATE.
Place of work: Northern-Germany.
Applications to be sent to: ceomain145@gmail.com
British International Helicopters (BIH) is one of the UKs largest
domestically owned helicopter operators.
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RECRUITMENT ADVERTISEMENT FOR CIVIL SERVICE VACANCY
CIVIL AVIATION DEPARTMENT, GOVERNMENT OF HONG KONG SPECIAL ADMINISTRATIVE REGION
Senior Operations Officer (Helicopter Operations Inspector)
Salary:
Master Pay Scale Point 45 (HK$89,565 approximately US$11,482* per month) to Master Pay Scale Point 49
(HK$103,190 approximately US$13,229* per month) (See Note 1).
(*Based on exchange rate of HK$7.8 = US$1) (subject to fluctuation)
Entry Requirements: Candidates should have (a) (i) a current Airline Transport Pilots Licence (ATPL) (Helicopters) with Class One Medical Certificate and
not less than 3000 flying hours in command of helicopters of which 2000 hours should be in command of twin-engine helicopters; and (ii) not less than 12
years relevant post-licence experience of which not less than five years should be as an Aircraft Rating and Instrument Rating Examiner or in other regulatory
duties; OR (b) an International Civil Aviation Organization (ICAO) contracting states Commercial Pilots Licence (CPL) (Helicopter) with Instrument Rating;
and a minimum of seven years post-licence experience in civil aviation management and operations or as a regulator; and have passed the ATPL
examinations; AND (c) strong command of written and spoken English.
Duties: A Senior Operations Officer (Helicopter Operations Inspector) is mainly deployed on helicopter operations matters including - (a) monitoring of the
operating standards of helicopter operators in Hong Kong; (b) monitoring standards of crew training and associated training facilities, operations and
training manuals, pre-flight briefings, flight planning facilities and the adequacy of staffing and accommodation; (c) observation of tests conducted by
operators examiners for the issue/renewal of authority to sign certificate of test and type rating tests forms; (d) investigation of aircraft accidents and
incidents; and (e) assisting in formulation of policies and requirements on flight standards and operations matters. (Notes: Post holders are required to
travel extensively on duty and work irregular hours)
Notes:
(1) Subject to the prevailing situation, candidates with additional experience may be granted increments for previous relevant experience in the civil
aviation field in excess of the stipulated minimum.
(2) For the purpose of heightening public awareness of the Basic Law (BL) and promoting a culture of learning of BL in the community, assessment of
BL knowledge will be included in the recruitment for all civil service jobs. Results of the BL test for degree/professional grades will be one of the
considerations to assess the suitability of a candidate but will not affect his/her eligibility for applying for civil service jobs. As a general principle, the
main consideration for suitability for appointment remains a candidates qualification, experience and caliber.
(3) Candidates should submit their application forms together with an Experience Resume by mail to the enquiry address on or before the closing date
for application. The Experience Resume can be downloaded from the Civil Aviation Departments website.
(http://www.cad.gov.hk/english/recruitment.html)
Terms of Appointment: A new recruit will normally be appointed on civil service agreement terms for three years. He/she will be required to serve on
agreement terms for at least 3 years before they can be considered for appointment on the prevailing permanent terms.
(A gratuity may be granted upon satisfactory completion of the full agreement period with consistently high standard of performance and conduct. In
addition, in compliance with the Mandatory Provident Fund Schemes Ordinance, the Government will arrange to make contributions for the appointee to
a registered mandatory provident fund scheme (MPF scheme). The amount of gratuity payable will be the sum which, when added to the Governments
contribution to the said MPF scheme, equals to 15% of the total basic salary drawn during the contract period.)
Enquiry Address, Fax. No and E-mail Address: For enquiry or request for an application form, please write to the Administration Division, Civil Aviation
Department, Level 5, Civil Aviation Department Headquarters, 1 Tung Fai Road, Hong Kong International Airport, Lantau, Hong Kong S.A.R., Peoples
Republic of China. (Fax.: (852) 2910 6399) or e-mail to <recruitment@cad.gov.hk>, quoting reference CAD PR/5-25/64(2014).
Closing Date of Application: 1 September 2014
General Notes:
(a) Persons who are not permanent residents of the Hong Kong Special Administrative Region (HKSAR) may also apply for this vacancy but will be
appointed only when no suitable and qualified candidates who are permanent residents of the HKSAR are available.
(b) Applications from serving civil servants in the Senior Operations Officer (Senior Operations Inspector) / Senior Operations Officer (Helicopter
Operations Inspector) rank of Civil Aviation Department would not normally be considered.
(c) As an Equal Opportunities Employer, the Government is committed to eliminating discrimination in employment. The vacancy advertised is open to
all applicants meeting the basic entry requirement irrespective of their disability, sex, marital status, pregnancy, age, family status, sexual orientation
and race.
(d) Civil service vacancies are posts on the civil service establishment. Candidates selected for these vacancies will be appointed on civil service terms
of appointment and conditions of service and will become civil servants on appointment.
(e) The entry pay, terms of appointment and conditions of service to be offered are subject to the provisions prevailing at the time the offer of appointment
is made.
(f) The information on the maximum pay point is for reference only and may be subject to changes.
(g) Fringe benefits include paid leave, medical and dental benefits, and where appropriate, assistance in housing.
(h) Where a large number of candidates meet the specified entry requirements, the recruiting department may devise shortlisting criteria to select the
better qualified candidates for further processing. In these circumstances, only shortlisted candidates will be invited to attend recruitment examination
and/or interview.
(i) It is Government policy to place people with a disability in appropriate jobs wherever possible. If a disabled candidate meets the entry requirements,
he/she will be invited to attend the selection interview/written examination without being subject to further shortlisting.
(j) Holders of academic qualifications other than those obtained from Hong Kong institutions/Hong Kong Examinations and Assessment Authority may
also apply but their qualifications will be subject to assessments on equivalence with the required entry qualifications. They should submit copies of
their official transcripts and certificates by mail to the above address.
(k) Civil service vacancies information contained in this column is also available on the GovHK on the Internet at http://www.gov.hk.
(l) Towards the application deadline, our on-line system would likely be overloaded due to large volume of applications. To ensure timely completion of
your on-line application, it is advisable to submit the application as early as possible.
How To Apply: Application Forms [G.F. 340 (Rev. 3/2013)] can be downloaded from the Civil Service Bureau of HKSARs website (http://www.csb.gov.hk).
Candidates must state clearly the details of professional qualification obtained on the application forms and attach the Experience Resume. (See
Note 3) Completed forms, together with the Experience Resume, should reach the above enquiry address of the recruiting department on or before the
closing date for application. Online application can also be made through the Civil Service Bureau's website (http://www.csb.gov.hk). Candidates who
apply online should submit the Experience Resume within one week after close of application period to the above enquiry address, and the online
application number should be quoted on the envelopes and the Experience Resume. If candidates fail to provide the Experience Resume, their
applications may not be considered. Candidates who are selected for interview will normally receive an invitation in about six to eight weeks from the
closing date for application. Those who are not invited for interview may assume that their applications are unsuccessful. For enquiries, please contact the
department via the means stated above.
42 | Flight International | 29 July- 4 August 2014 ightglobal.com
www.ctcaviation.com/ctcflexicrew
CTC FlexiCrew
High flyers, on demand
Seeks Type Rated Pilots
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Flexible & Permanent Positions
Email: recruitment@sigmaaviationservices.com
www.sigmaaviationservices.com
Tel: +353 1 669 8224
Fax: +353 1 669 8201
Email: recruitment@sigmaaviationservices.com
www.sigmaaviationservices.com
The preferred company for Stress (Fatigue & DT), GFEM,
Composites), Aeronautical Research. Business units:
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Concepts, Aeronautical Research. www.bishop-gmbh.com
Contact bishop.peter@bishop-gmbh.com
Tel 0049-(0)40-866-258-10 Fax 0049-(0)40-866-258-20

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Call: +44 (0)1524 381 544
Email: info@safehands.aero
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To advertise in this
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fax +44 (0) 20 8261 8434
email recruitment.services@rbi.co.uk
Please note that calls may
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fax +44 (0) 20 8261 8434
call +44 (0) 20 8652 4900
fax +44 (0) 20 8261 8434
WORKING WEEK
fightglobal.com
Helping put safety rst at Everett
Kim Doman is the safety, foreign object debris and logistics senior manager at Boeings Everett Delivery
Center, where around 3,000 employees work on delivering the companys widebody airliners
WORK EXPERIENCE KIM DOMAN
Doman: Working to eliminate injury risk factors across the business
Did you always seek aviation
employment?
Like many children of my era I
was denitely intrigued by the
idea of being an astronaut. Life
took me in different directions,
but ight, especially high-speed
ight, has always been exciting
to me. I worked in Boeing
Defense, Space and Security,
and the Blue Angels use our
Boeing property for their base of
operations while they are in
Seattle for the annual Seafair
community celebration.
Where were you educated?
I received my Bachelor of
S cience in physics from the
University of Puget Sound. Like
many of my colleagues Ive
since had the benet of training
through the Boeing Leadership
Center, and also received an
Advanced Safety Certicate
after joining the Environment,
Health & Safety organisation.
Boeing has been your only
aviation employer?
I had a fun start to my aviation
career at the former Boeing Plant
2 site as a shortage requirements
administrator. The position
involved using big binders full
of parts ow requirements to
determine when manufacturing
engineering plans needed to be
completed for the parts/
subassemblies to be delivered
on time. Then I would walk
across the bay and work with
manufacturing engineers on any
plans that were late or needed
soon. One of the things Ive truly
a ppreciated about working at a
large company is the ability to
learn and contribute in a variety
of ways. Ive been in many
different functional roles, from
scheduling experimental
projects to developing and
implementing a process for
investment decisions on air-
plane software improvements. I
also spent several years in Envi-
ronment, Health & Safety, work-
ing to implement our manage-
ment systems and eliminate
injury risk factors across differ-
ent organisations.
What are your duties now?
Im currently the safety, foreign
object debris and logistics senior
manager for the Everett Delivery
Center, which has approximate-
ly 3,000 Boeing employees. This
is one of only three centres in
the world involved in delivering
twin-aisle airplanes, so its both
a signicant opportunity and a
tremendous responsibility.
How do you stress workplace
safety?
Boeing has an enterprise-wide
Go for Zero initiative, where
we are all teaming up to
eliminate injuries knowing we
need to work it one day at a
time. At the Everett Delivery
Center and in all of our manu-
facturing facilities we are con-
tinually working with employ-
ees to educate and protect each
other and eliminate potential
hazards through continuous
process improvement and in-
creased workplace awareness.
Thats a full time job for all of us,
especially when you are deliver-
ing airplanes in record numbers.
How do you challenge yourself?
Throughout my career I moved
into new functions or part of the
business every few years because
I wanted to learn and be
challenged. When I got into
safety it really hit home because I
want to help people go home to
their families injury-free, and
also because people are passion-
ate about the subject. Whether
they share my perspective on
things or not, they are passionate
about safety. What better place to
Go for Zero than at the Everett
Delivery Center?
Whats your least favourite part
of the job?
The stress of feeling responsible
every time someone suffers an
injury. Were a close-knit team
and when anyone gets hurt it
impacts all of us deeply.
For more employee work
experiences, pay a visit to
ightglobal.com/workingweek
If you would like to feature in
Working Week, or you know
someone who does, email your
pitch to kate.sarseld@
ightglobal.com
|
|
43
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A full load of passengers and cargo. Conditions on the ground that are often less than perfect. Thats when the condence and
reliability of Boeing landing gear make all the difference. Boeing is your complete source for landing gear services, including
new landing gear, components, an overhaul and exchange program, and Boeings unparalleled customer support. Everything
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It all comes down to this.
Tons of cargo.
Hundreds of passengers.

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