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INTERNATIONAL
SWITCH BLADES
WHY ROLLS IS
COMING TO TERMS
WITH COMPOSITES
CIVIL ENGINES
FLYING TO FIFTY
Airbus suggests monthly
A320 output may hit half
century on single-aisle
demand surge 10
MERGER MOOD
As UTC targets Goodrich,
many believe new furry
of industry consolidation
is on the cards 32
787 HANDOVER
DELIVERANCE
Three years on, can Boeings wayward prodigy
redeem its creator and fnally make its mark?
ightglobal.com
3.10 USA$8.99
27 SEPTEMBER-3 OCTOBER 2011
FIN_270911_001 1 22/9/11 10:03:57
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LEAP
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Choos|ng the
LEAP eng|ne |snt
one of them.
FIN_270911_002 2 21/09/2011 13:46:39
fightglobal.com
FLIGHT
INTERNATIONAL
27 SEPTEMBER-3 OCTOBER 2011
J
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r,
B
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VOLUME 180 NUMBER 5310
J
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Handover to All Nippon Airways puts an end to Boeing 787
delays P8. Bombardier and Comac nd commonality P6
NEXT WEEK PRE-NBAA SPECIAL
On the eve of the sectors biggest
get-together in Las Vegas, we assess
rebounding fortunes in US business
aviation within a comprehensive package
PIC OF THE WEEK
YOUR PHOTOGRAPH HERE
AirSpace user Sharpshot posted this image
of a Douglas DC-7B in Fly Eastern Air Lines
colours. Air trafc control asked whether
the start-up would be visible from the tower,
writes Sharpshot. He need not have... Open
a gallery in ightglobal.coms AirSpace
community for a chance to feature here.
COVER IMAGE
Our resident Boeing 787
programme expert Jon
FlightBlogger Ostrower
took this photograph of a
Dreamliner in ANA colours
on 6 August. Ostrower also
wrote our cover story.
See News Focus P8 S
h
a
r
p
s
h
o
t
G
a
lle
r
y
o
n
f
ig
h
t
g
lo
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c
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/
A
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S
p
a
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27 September-3 October 2011
|
Flight International
|
3
NEWS
THIS WEEK
6 Comac reinforces Bombardier bond
7 Boeings party ruined by 747-8F row
8 The dream becomes reality
9 Real-time monitoring of 787 health data
aims to boost dispatch reliability
AIR TRANSPORT
10 Airbus hints at 50-a-month A320 rate
14 CSeries risks missing order targets.
US to stub out confusing electronic
cigarettes
16 TU-134 drifted before fatal approach.
Braking mystery at heart of Yak-42
crash inquiry
18 A350-1000 yet to convince Air Lease.
Germanys MTU seeks C919 second
engine role
SHOW REPORT
20 Trainers and helicopters stuck in USAF
budget limbo
21 EADS uncertain on Air Force One bid.
JSM decision is critical for F-35 buy
DEFENCE
22 Indian air force swoops for Saras.
Australia advances MRH90 review
BUSINESS AVIATION
24 ADS-B urged to dig mining sector out of
capacity hole.
Flying Colours widens its ambitions
25 Flexjet cuts cost of share in frst four
Learjet 85s by 5%.
Indian green light for Phenom 300
GENERAL AVIATION
28 LoPresti plans November fight for
upgraded Cirrus.
C-NM5 piston takes to the sky
NEWS FOCUS
30 Pilot training advances stifed by
rule-makers
BUSINESS
32 Time to buy growth
REGULARS
5 Comment
41 Straight & Level
42 Letters
44 Classied
47 Jobs
51 Working Week
48 JOB OF THE WEEK Technical Instructor,
Cathay Pacifc, Hong Kong
COVER STORY
8 Delivering the dream The eight-year
struggle to get the 787 into service
FEATURES
34 COMMERCIAL ENGINES Coming full
circle Why Rolls-Royce is moving from
metalic fan blades to composite versions
36 Out in the cold FAA regulation changes
create tougher climate for engine makers
38 REGIONAL AIRCRAFT Slow burn Fuel
price spike has boosted the attractiveness
of turboprops, but plans to add new
products are stuck in the pipeline
ightglobal.com/imageoftheweek
DOWNIOAD 1HI INGINI DIRIC1OR\.
www.iightgiobai.com/ComIngDirectory
FIN_270911_003-004 3 22/9/11 18:57:53
fightglobal.com
CONTENTS
Flightglobal reaches up to 1.3 million visitors from 220
countries viewing 7.1 million pages each month
Find all these items at ightglobal.com/wotw
For a full list of reader services, editorial
and advertising contacts see P43
EDITORIAL
+44 20 8652 3842
fight.international@fightglobal.com
DISPLAY ADVERTISING
+44 20 8652 3315
gillian.cumming@rbi.co.uk
CLASSIFIED ADVERTISING
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RECRUITMENT ADVERTISING
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recruitment.services@rbi.co.uk
WEBMASTER
andrew.costerton@fightglobal.com
SUBSCRIPTIONS
+44 1444 445 454
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REPRINTS
+44 20 8652 8612
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FLIGHT DAILY NEWS
+44 20 8652 3096
fightdailynews@fightglobal.com
ACAS
+44 1788 540 898
acassales@fightglobal.com
HIGH FLIERS
The top ve stories for the week just gone:
1 Cargolux will not take 747-8F delivery over contract wrangle
2 Cargolux could seek capacity elsewhere after 747-8F rejection
3 Cargolux 747-8F dispute linked to late Qatar 787 deliveries
4 P-51 Mustang crashes into crowd at Reno Air Races
5 Air France-KLM to take up to 110 A350s and 787s
BEHIND THE
HEADLINES
Greg Waldron was snapped in
front of a Comac C919 model at
Beijings Aviation Expo/China
2011 (below), where it seemed
everyone in aerospace was still
bullish on Chinas growth poten-
tial (P6). FlightBlogger had
booked his Seattle trip before
Cargolux cancelled its Boeing
747-8F delivery ceremony, but
completed the journey anyway
and made it worthwhile (P8). And
en route to visiting Canadian VIP
completions and conversions
specialist Flying Colours (P24),
Niall OKeeffe was fown from
Montreal to Peterborough,
Ontario, in a Bombardier
Challenger 605 business jet.
IN THIS ISSUE
Companies listed
ACSS ...........................................................33
AgustaWestland ...........................................26
Air Baltic ........................................................ 6
Airbus ........................................10, 12, 16, 33
Aircelle ........................................................33
Air France ....................................................28
Air Lease Corportation .................................16
Airservices Australia .....................................24
Alaska Airlines .............................................28
Alenia Aeronautica .......................................20
Antonov .......................................................22
AT Aero ........................................................33
Aviation Capital Group .................................16
AVIC Commercial Aircraft Engines ...........16, 33
Avtrade ........................................................33
BAE Systems ...............................................20
Baltijas Aviacijas Sistemas ............................. 6
Boeing .......................................10, 12, 22, 33
Bombardier ........................ 12, 14, 24, 25, 28
Carrier Air Conditioning ................................32
Cirrus ...........................................................26
Comac .........................................................33
Dassault Aviation .........................................25
Dassault ......................................................24
DeltaHawk ...................................................26
DRB Aviation Consultants.............................33
Embraer .................................................22, 25
Emirates .....................................................16
Eurocopter ...................................................26
ExecuJet ......................................................25
Falcon Trust Air .............................................25
Flexjet ..........................................................25
Flying Colours ..............................................24
GAMA Aviation .......................................25, 33
General Dynamics........................................32
GippsAero ....................................................26
Goodrich ......................................................32
Grob Aircraft.................................................22
Gulfstream .............................................24, 33
Ilyushin ........................................................22
Hampson .....................................................33
Hawker Beechcraft .......................................24
Jet Aviation Moscow .....................................25
Landmark Aviation .......................................24
Lockheed Martin ..........................................22
London Executive Aviation ............................24
LoPresti Aviation Engineering .......................26
Maguire Aviation ..........................................25
Mahindra Aerospace ....................................26
MTU Aero Engines ........................................16
National Aerospace Laboratories..................22
NetJets ........................................................25
Nexcelle .......................................................33
NH Industries ...............................................22
Northrop Grumman ......................................20
Oxford Aviation Academy ..............................28
Pacifc Scientifc Aerospace .........................32
Pratt& Whitney .......................................12, 33
Qatar ...........................................................16
Rafael ..........................................................33
Raytheon Australia .......................................22
RusAir ..........................................................14
RusLine .......................................................14
Safran .........................................................33
Singapore Technologies Engineering .............33
Sikorsky .......................................................22
TAME Lnea Area del Ecuador ....................... 6
Teledyne Controls .........................................28
Tiger Airways Australia ..................................33
Triumph........................................................32
Tupolev ........................................................14
United Technologies .....................................32
Vought Aerospace ........................................32
Xian Aircraft .................................................33
Yakovlev .......................................................14
4
|
Flight International
|
27 September-3 October 2011
QUESTION OF THE WEEK
THE WEEK ON THE WEB
ightglobal.com
Last week, we asked: Should pilots be forced to retire no later
than age 60? You said:
YES
Its safer and clears the
way for younger pilots
NO
But 65 should be
the limit
NO
Pilots should be allowed
to continue as long as t
26
%
38
%
36
%
Total votes: 3,135
This week, we ask: Will the 787 break even? RUndoubtedly popular
and game-changing airliner RTouch and go may take a decade
RNo chance too late and too cheap
Vote at ightglobal.com/poll
N
Russia stands out among the worlds biggest military spenders
by not having an indigenous medium-altitude unmanned air
vehicle. Defence blog The DEW Line carried a video that cleared
up the mystery. The clip shows
the fate of Russias answer to
the Predator, the Vega Stork, a
demonstrator of which crashed
on 18 January 2010. The
Boeing 747-8F non-delivery had
FlightBlogger trawling the Flight International archives to locate
our August 1991 story on Singapore Airlines cancellation of 20
Pratt & Whitney PW4460-powered Douglas MD-11 aircraft in
favour of Airbus A340-300s, after the former were deemed
unable to fy the Singapore-Paris route without a 5t payload
restriction. On Asian Skies, Greg Waldron posted images
sourced from the Japan Security Watch blog of the Kawasaki
XP-1 maritime patrol aircraft conducting fight tests with two
Type-91 anti-ship missiles on its inboard missile pylons (left).
o..'od 'e \'., 'J'o.
Ce.sJs o.'.e .o.
www.|ghtg|oba|.om/m|||s|m
High-de|ity he|icopter simu|ators and training systems.
FIN_270911_003-004 4 22/9/11 18:55:47
COMMENT
fightglobal.com
Are the commercial airframers
forecasts too optimistic? Is the
Boeing 787 worth celebrating?
Have your say online at
ightglobal.com/comment
Airbus has followed Boeing with a robust 20-year market outlook that may call for
unprecedented aircraft build rates assuming the future does what it is supposed to
Oh, for perfect vision
G
ood news this week from Airbus, whose experts
forecast the worlds air operators will buy nearly
28,000 new jets between now and 2030 more than
doubling the size of the eet to the high side of 31,000.
While not quite as optimistic as arch rival Boeing,
which back in June detailed its 20-year expectations for
33,500 deliveries, Toulouse and Seattle both agree that
forecasts published last year needed revising upwards
by nearly 3,000 units. This demand is so great that Air-
bus may increase output of its workhorse A320 narrow-
body to an astonishing 50 aircraft monthly.
Things, it seems, can only get better.
But while it would be churlish to argue with either
Airbus or Boeing success suggests they know their
market better than anybody it should be remembered
that forecasts are based on assumptions.
Boeings numbers, for example, are based on expec-
tations of a 3.3% annual growth of the global economy,
which is reasonably consistent with current conditions.
But the risks are on the downside. As is painfully clear,
the evolving debt crisis threatens to knock Europe and
North America off the rails for many years to come, and
it is far from clear that emerging markets can continue
even their current slowing rate of growth, without
these big motors ring at least on most cylinders.
Indeed, Brazil the B lining up with Russia, India
and China among BRIC nations is looking wobbly,
and while Chinese growth has more or less held up
through the crisis, its rocketing economy will plateau,
See News Focus P6
Y
ou might wonder what Boeing has to do to catch a
break. Just as its 787 widebody nally rolls toward
commercial service, the high-power beams illuminat-
ing Everett turn out not to be theatrical spotlights, but
rather the headlamps of an oncoming express carrying
a late delivery of trouble.
The timing of Freightergate or the shenanigans
surrounding the delivery of the initial 747-8Fs is
without doubt extraordinary. Boeing must have been
unpacking a job-lot of Luxembourg-avoured bunting
and polishing the knife to cut the cake when the telex
from Cargolux arrived to call the party off.
Big airplanes are the hardest, wrote Randy Basel-
er, then head of Boeing commercial marketing, in a blog
post ve years ago. This was an expression of sympathy
for Airbus, which was struggling to free itself from the
A380 production quagmire. But it was left in no doubt
that the comment was directed inwardly as much as
towards Toulouse.
This is why it would be a shame to focus attention
solely on the 747s clattering into the last hurdle, just as
the 787 is sailing over its own. After all, the 787 is not
just a big airplane it is one which demanded a
whole new way of building them.
Achievement of a huge ambition, even if it took
longer than expected, deserves recognition. Pop the
cork, Boeing, you have earned it. O
Champagne on ice tastes all the sweeter
The current downturn could
easily be not a cyclical dip,
but structurally durable
and in any case is highly vulnerable to domestic unrest
and prolonged downturn in its major trading partners.
Another reason forecasting is riskier than ever is that
some long-standing givens warrant serious reconsider-
ation. The current downturn could easily prove to be
not a cyclical dip, but structurally durable like the
1930s, in shape if not scale. Particularly devastating for
airlines and, surely, suppliers like Airbus and Boeing
is the counter-intuitive persistence of high oil prices
at a time of slow growth.
A more immediate cause for caution came from Air-
bus itself. While forecasting booming demand, it is
openly talking about lending money to its customers,
because crisis-hit European banks are struggling to
raise the dollar nance they need to buy aircraft.
Growth of vendor nancing is surely a sign of
wobbly markets. Ultimately, Airbus and Boeing alike
rely on customers airlines which face a nancial
hurricane of high fuel prices and slack demand
for travel. O
27 September-3 October 2011
|
Flight International
|
5
See Air Transport P10, Business P32
R
e
x
F
e
a
t
u
r
e
s
Airline industry outlook: red or black?
FIN_270911_005 5 22/9/11 16:04:55
THIS WEEK
fightglobal.com 6
|
Flight International
|
27 September-3 October 2011
For a round-up of our latest online news,
feature and multi-media content visit
ightglobal.com/wotw
B
ombardier and Chinas
Comac have identied seven
areas where the two companies
have the potential to nd commo-
nality on their CSeries and C919
narrowbody programmes.
Were now working toward
some denitive agreements, but
the timeline has yet to be
determined, said Ben Boehm,
Bombardiers vice-president of
international business. Were
progressing. In March, the two
companies agreed to examine po-
tential co-operation on their in-
development aircraft.
Were looking for areas in
common between the two
planes, Boehm said. If we can
work together then it will be easi-
er for an airline to buy a combina-
tion of the C919 and CSeries.
The co-operation framework
covers customer support, market-
ing, new product derivatives,
systems, materials, suppliers,
technology and processes.
Boehm said the CSeries and
C919 share 10 suppliers, includ-
ing Liebherr (landing gear), Hon-
eywell (auxiliary power units)
and Rockwell Collins (avionics).
The benets of commonality
focus on how we can mutually
become more competitive, said
Boehm. The seven elements of
the framework are focused on
subject areas where customers
see a benet if there is some simi-
larity between Bombardier and
Comac aircraft.
If, for example, we both use
the same specication of alumin-
ium lithium, it could lower
costs and alleviate an airlines
supply challenges.
Boehm was speaking at Avia-
tion Expo/China 2011 in Beijing,
where Bombardier displayed its
CSeries cabin mock-up a rst
for an Asian show.
He dismissed the idea that the
CSeries and C919 were rivals, be-
cause the minimum capacity of
the C919 160 passengers is
well above the maximum 145 the
CS300 can seat.
Meanwhile, Bombardier will
slash output of its CRJ regional
jets from January 2012, in the face
of an orders slump that has seen
its backlog diminish to just over a
years worth of production.
The Canadian airframer
warned last month that the action
would be necessary if orders did
not materialise. The company is
implementing mitigation ac-
tions, which include employee
transfers to other current and
in-development aircraft pro-
grammes at the rm, to avoid cuts
to its workforce. O
UNITED TECHNOLOGIES TO BUY GOODRICH
ACQUISITION United Technologies (UTC) has agreed to buy Goodrich
for $18.4 billion, which includes $1.9 billion of net debt, subject to
regulatory approvals. UTC expects the combined company to have
worldwide sales of approximately $66 billion this year. Goodrich is a
great business with a solid product portfolio that complements UTCs
aerospace presence, UTC chairman and chief executive Louis
Chenevert said. UTCs portfolio boasts engine maker Pratt & Whitney
and auxiliary power unit manufacturer Hamilton Sundstrand.
Goodrichs product range includes landing gear and engine nacelles.
See Business P32
US BACKS $5.3BN TAIWANESE F-16 UPGRADE
FIGHTERS US President Barack Obamas administration has backed
a potential $5.3 billion upgrade for Taiwans Lockheed Martin F-16A/B
fghters. If approved by Congress, the aircraft would be ftted with ac-
tive electronically scanned array radars, new weapons, sensor up-
grades and possibly more powerful Pratt & Whitney F100-229 engines.
The move comes as Washington is expected, on 1 October, to again
reject Taiwans long-standing request to buy 66 new F-16C/Ds.
ROW OVER FUNDING ENGULFS AIR BALTIC
DISPUTE Latvian carrier Air Baltic has fled for legal protection in an
attempt to enable it to continue operations. The airline, which has re-
quested a lat 60 million ($114 million) bailout from the government
a 52.6% stakeholder in Air Baltic said it has fled for legal protection
in order to prevent the state from blocking any of its decisions. Latvias
government said it is unwilling to inject any more capital into the airline
unless chief executive Bertolt Flick steps down. Flick owns Baltijas
Aviacijas Sistemas, which has a 47.2% stake in Air Baltic.
A400M ADVANCES ON CERTIFICATION GOAL
TRANSPORT Europes A400M programme has passed two key certif-
cation tests, according to Airbus Military. Development aircraft MSN1
cleared a high-energy rejected take-off test of its braking performance,
from a maximum take-off weight of 141,000kg (310,900lb) in
Toulouse, France, on 17 September. Emergency evacuation tests were
also completed at the companys San Pablo fnal assembly site near
Seville, Spain, using aircraft MSN6.
E-190 BADLY DAMAGED IN QUITO
INVESTIGATION An Embraer E-190, HC-CEZ, operated by Ecuadorian
airline TAME Lnea Area del Ecuador, has been left badly damaged
after it skidded off runway 35 at Quitos Mariscal Sucre International
airport on 16 September. There were no fatalities among the 97 pas-
sengers and six crew on board. However, the airports instrument land-
ing system (ILS) was rendered inoperable until 21 September, after
the aircraft damaged the ILS antenna.
RAPTORS CLEARED TO FLY AGAIN
COMBAT AIRCRAFT The US Air Forces Lockheed Martin F-22A
Raptors have been cleared to fy for the frst time in four months but
the oxygen problem that grounded them remains a mystery. It will be
two months before F-22A pilots regain full operational capability, Gen
Norton Schwartz, USAF chief of staff, told the Air Force Associations
annual convention on 20 September. The USAF few 16 fight tests to
identify the source of a possible contamination of the F-22As oxygen
supply, which caused 12 reported instances of hypoxia since 2008.
See Show Report P20
BRIEFING
B
o
m
b
a
r
d
ie
r
The CS300 shares 10 suppliers with Comacs new twinjet
RELATIONSHIP GREG WALDRON BEIJING
Comac reinforces
Bombardier bond
Seven areas for co-operation pinpointed as Canadians and
Chinese move closer to agreements on CSeries and C919
Read more on the Chinese
C919 narrowbody, go to
ightglobal.com/c919
FIN_270911_006-007 6 22/9/11 18:08:27
THIS WEEK
27 September-3 October 2011
|
Flight International
|
7 fightglobal.com
The 787 dream
becomes reality
NEWS FOCUS P8
I
t was meant to have been the
week when Boeing started seven
days of celebrations, kicking off
the party with the handover of its
747-8 freighter, the rst of two in-
development aircraft to be deliv-
ered to airlines in the period.
But with two major customers
publicly revealing their dissatis-
faction with early examples of the
type, the Seattle airframer has in-
stead been left licking its wounds.
Cargolux was the rst to break
cover. On 16 September, just three
days before the rst 747-8F was
due to be handed over, the airline
dramatically rejected the deliv-
ery and that of a sister aircraft due
two days later. Cargolux blamed a
contractual issue for the dispute,
with the aircrafts performance
shortfall, delays to the programme
and subsequent compensation
due central issues.
The move coincided with Qatar
Airways taking a 35% stake in the
carrier on 9 September.
The rejection was followed by
more bad news on 20 September
when Atlas Air axed a quarter of
its September 2006 order for 12
747-8 freighters.
Atlas said the three early-pro-
duction freighters were scheduled
to be its rst deliveries in 2011,
but Boeing rescheduled these to
early 2012 and three more-recent-
ly-built 747-8Fs were moved for-
ward. It is the former aircraft
which are cancelled.
The carrier plans to accept de-
livery of one of the better-
performing 747-8Fs in October,
followed by two in November.
Boeing has acknowledged the
gap in the 747s performance, call-
ing the rst examples somewhat
short of initial specications for
fuel burn.
However, Boeing and GE are
still nalising the conguration of
the 747-8s GEnx-2B performance
improvement package (PIP) ex-
pected in 2013. Boeing is also cur-
rently developing a package of
improvements for the 747-8, in-
cluding a 2012 update to the ight
management computer for preci-
sion approach, required naviga-
tion performance (RNP) 0.1 and
quiet climb features. Boeing said
that along with the 747-8 PIP,
coupled with a number of aero-
dynamic improvements we have
identied for implementation, we
are condent that the airplanes we
are selling today will meet our
customer specications.
Any performance improvement
package developed by GE would
be available for retrot, although
this could only take place ve to
seven years later.
Meanwhile, Cathay Pacic Air-
ways says it remains on track to
take delivery of the rst of 10 air-
craft in October. O
DISPUTE JON OSTROWER SEATTLE & LORI RANSON WASHINGTON DC
Boeings party ruined by 747-8F row
Key customers for early examples of Seattles new freighter back away from the type blaming performance shortfall
O
n the eve of celebrating the
50th anniversary of rst ight,
the US Army took the rst step to-
wards launching the fourth major
growth version of the Boeing
CH-47 Chinook helicopter.
A modernisation programme
ofce was opened in early Sep-
tember at the acquisition head-
quarters for the army aviation
community at Redstone Arsenal,
Alabama, CH-47 product manager
Col Bob Marion said on 21 Sep-
tember. The army is already con-
sidering options for introducing a
new CH-47H variant in the 2020
timeframe, succeeding the CH-47F
and MH-47G models launched
about a decade ago, said Maj Gen
William Crosby, programme ex-
ecutive ofcer for army aviation.
With the CH-47F/G models, the
army introduced the Rockwell
Collins common avionics archi-
tecture system (CAAS) cockpit
and the BAE Systems digital ad-
vanced ight control system
(DAFCS). Asked to describe op-
tions for conguration upgrades
under review for a CH-47H, Mari-
on declined. The army is still de-
veloping requirements for the
fourth-generation of the Chinook
family, he said.
Boeing, however, has previous-
ly listed several options for a
growth Chinook.
A minimum effort would in-
crease the helicopters lift by 1
tonne by optimising the existing
rotor hub and transmission.
Any CH-47H modernisation
programme would be launched
after the F/G-model production
line expires in 2019. O
B
r
a
n
d
o
n
F
a
r
r
is
B
o
e
in
g
CH-47F assembly ends in 2019
ROTORCRAFT STEPHEN TRIMBLE PHILADELPHIA
US Army moots major
Chinook growth plans
PATROL
Indian navys rst P-8I emerges
Boeing is close to conducting the frst fight of a 737-800-based P-8I
maritime patrol aircraft for the Indian navy, with its frst example
having emerged at the manufacturers Renton Field assembly site
in Washington. Photographed by Flightglobal AirSpace user Brandon
Farris, the aircraft has been painted in Indian markings and as-
signed the registration IN320. It is the frst of eight P-8Is on order
for India, which will feld the aircraft from early 2013 as replace-
ments for its current Tupolev Tu-142s.
Follow Jon Ostrowers blog and
read the latest news online at
ightglobal.com/ightblogger
FIN_270911_006-007 7 22/9/11 18:13:16
fightglobal.com 8
|
Flight International
|
27 September-3 October 2011
For a round-up of our latest online news,
feature and multi-media content visit
ightglobal.com/wotw
NEWS FOCUS
T
his week, Boeing should earn
its rst dollars from the 787
programme, when the long-ar-
ranged sources of capital set up by
launch customer All Nippon Air-
ways begin to be transferred into
Boeings coffers.
The delivery of the rst 787 to
the Japanese carrier on 26 Septem-
ber ends a 40-month delay and a
production nightmare that has be-
devilled the airframer since even
before the 787s original May 2008
delivery date. The troubles began
in mid-2007, when ZA001 the
companys ight test workhorse
arrived in pieces at its Everett,
Washington, US factory.
From an uprooted olive grove
to a fastener shortage, supplier dis-
ruptions and a re during a ight
test, the 787s headlines seemed to
mark two steps back for every step
forward for years.
The Dreamliner as it was
dubbed in June 2003 came to life
when Boeing abandoned the
Sonic Cruisers higher, faster, fur-
ther performance in 2002, in fa-
vour of super efcient. It would
seek a faster, better, cheaper busi-
ness model after its 777.
The now fully-amortised and
hugely protable 300- to 400-seat-
er was believed to have been too
expensive and too slow to return
its investment to shareholders.
With the notable exception of
Concordes Mach 2.0 experiment,
commercial air travel has been
Handover to All Nippon Airways of the frst Boeing 787 brings an end to 40 months of development delays
Finally, a dream is delivered
PROGRAMME JON OSTROWER SEATTLE
cruising between 30,000 and
40,000ft (9,150m-12,200m) for
over a half century, poking along
in the skies between M0.75 and
M0.85 since the rst Comets, 707s
and DC-8s came into use.
The basic swept wing, podded
under-wing engine conguration
of Boeings 707 has served as the
basis for all of almost all of the
airframers new aircraft.
In fact, in its market segment,
the 787 is the direct descendant of
the 707 which was replaced by
the 767 in the early 1980s.
The 787 is 70% more fuel ef-
cient than the companys rst
1950s-era four-engine Pratt &
Whitney JT3D-powered 707s.
Jetliners exist as mature tech-
nology in a mature market, and
each successive 20% improve-
ment in fuel efciency yields a
smaller lever to pull for a new de-
sign, as explained by Oxford and
MIT academic Dr Theodore
Piepenbrock. Gone are the cost
leaps achieved by cutting crew
from three to two and four engines
down to two.
Piepenbrocks work posits that
faster, better, cheaper incre-
mental change and process opti-
misation creates more successful
outcomes than higher, faster, fur-
ther when each leap forward is
more risky and expensive than the
previous undertaking.
While faster, better, cheaper was
Boeings goal, the airframer was
determined to push its global
manufacturing, composite materi-
als and electric systems higher,
faster and further than they had
ever performed before.
However, Boeing has already
failed to realise two of its three
aims. More than three and a half
years after it was rst promised,
faster has disappeared.
It remains the companys inten-
tion to deliver 10 787s per month
by the end of 2013 a goal it may
achieve, though four years later
THE LONG AND DIFFICULT PATH FROM PIPE DREAM TO DREAMLINER 2003-2011
2003
Boeing proceeds with 7E7
development. Targeting offers to
airlines in early 2004, service
entry in 2008. Boeing dubs 7E7
the Dreamliner, airframer reveals
plan to fabricate composite fuse-
lage and wing for forthcoming air-
liner project
2004
Boeing names Rolls-Royce and
General Electric as engine suppli-
ers. 7E7 launched with 50-aircraft
order from All Nippon Airways
2005
7E7 offcially becomes the 787,
with order for 60 aircraft from fve
Chinese airlines. Each promised
frst delivery by Beijing Olympics
2006
Air New Zealand becomes 787-9
launch customer
2007
Orders pass 500. Boeing amends
delivery schedule of early aircraft
and test airframes. First fight
slips from late August 2007 to
mid-November/mid-December,
then end of frst quarter of 2008
2008
First fight slides to fourth quarter
of 2008, frst delivery to third
Aircraft ZA101, registration JA801A, will perform its maiden passenger service on 26 October
J
o
n
O
s
t
r
o
w
e
r
/
F
lig
h
t
g
lo
b
a
l
FIN_270911_008-009 8 22/9/11 18:39:22
27 September-3 October 2011
|
Flight International
|
9 fightglobal.com
Airbus hints at
50-a-month
A320 rate
AIR TRANSPORT P14
Si l i l T i
125 150 175 210 250 300
3,380
6,429
4,757
2,864
2,362
2,156
NEWS FOCUS
than rst planned. The delays and
supplier acquisitions have created
billions in cost overruns that have
eroded the mantra of cheaper as
a prot may not be realised until
1,000 are sold, according to esti-
mates from analysis and survey
rm Bernstein Research. Boeings
backlog for the twinjet stands at
821 aircraft.
However, the rst 787s 27 Sep-
tember departure from Everett for
Tokyo should at least allow one
key question to be answered: is the
787 better than anything Boeing
has built before?
New aircraft always face teeth-
ing problems the 747-100s trou-
bled Pratt & Whitney JT9D engines
stymied its rst service. These
events mark the early years of new
types but each soon becomes a
prot generating machine.
Never has an aircraft been so
comprehensively marketed as bet-
ter: better fuel efciency from
Rolls-Royce Trent 1000 and Gen-
eral Electric GEnx engines, better
cabin experience for passengers
with larger windows, bigger stor-
age bins and higher pressure and
humidity, better maintenance in-
tervals and a better ying aircraft
for pilots.
The 787 should get its rst live
trial on 26 October its maiden
passenger service, connecting To-
kyos Narita airport with Hong
Kong on a special charter. O
B
oeing plans a dedicated mis-
sion-control centre to moni-
tor its early 787s in service by
harnessing live data streamed
from the aircraft.
By harnessing live data from
the 787s Airplane Health Man-
agement (AHM) system, Boeing
aims to deliver 777-level dis-
patch reliability on its 787 eet.
Housed in the airframers
40-88 building at its Everett,
Washington campus, the 787
Operational Control Center
(OCC) will be manned 24 hours
a day with six to seven staff on
each of the three daily shifts.
The facility will be staffed
by Boeing personnel handing
engineering, material manage-
ment, service engineers and
ight test staff.
The OCC is modelled on the
companys commercial aviation
services units Boeing Opera-
tions Center (BOC) near Renton,
Washington, which is aimed at
returning aircraft classied as
aircraft on the ground (AOG) to
revenue service.
Its like a little mini-BOC,
said Mike Fleming, 787 director
of services and support, who
said the OCC supported the 787
ight test aircraft during extend-
ed operations (ETOPS) and sys-
tem functionality and reliability
testing this summer. Once we
go into service, it will be focused
on the in-service airplanes, said
Fleming. As well as AOG avoid-
ance, the operations centre
would monitor live data coming
from the aircraft, he added.
Fleming said the OCC was
looking at data proactively to
get ahead of anything before it
[becomes] AOG to make sure we
can undertake [preventative]
maintenance to prevent it getting
into that situation.
The arrival of live AHM,
which did not exist on the same
scale when the 777 rst entered
service in 1995, has enabled use
of the OCC to bolster the 787s
dispatch reliability, he added.
Our customer, All Nippon
Airways, has the highest reliabil-
ity goals in the world. The
competition over there is high-
speed trains, which have very
high reliability.
So for us and for our
customers, the expectation is
that we will rapidly achieve 777
levels of reliability and, in fact,
surpass those. O
SUPPORT JON OSTROWER SEATTLE
Real-time monitoring of
787 health data aims to
boost dispatch reliability
quarter of 2009, 787-9 to 2012.
Machinists strike brings 57-day
work stoppage at Boeings
assembly plants in Puget Sound,
Washington. Boeing admits need
to replace 3% of all 787
fasteners, moves frst fight to
June 2009, delivery to frst
quarter of 2010
2009
Air New Zealand reveals another
12-month slide in frst 787-9 deliv-
ery. Boeing selects North
Charleston for second 787 fnal
assembly line. First fight in
December launches what is in-
tended to be 8-9 month certifca-
tion campaign
2010
787 achieves initial airworthiness
in January. First GEnx-1B-powered
787 completes frst fight. After
uncontained failure of a Trent
1000 test engine frst delivery
slides to mid-frst quarter of
2011. In-fight fre brings halt to
test fying for a month
2011
First delivery: third quarter 2011.
Boeing predicts 25-40 deliveries
of 787s/747-8s in 2011, later
revised to 25-30. Ninth 787
begins ETOPS and F&R testing.
Boeing gains type and production
certifcation from FAA and EASA
in August
Review all our coverage of
the 787s handover, go to
ightglobal.com/787
The expectation is
that we will rapidly
achieve 777-levels of
reliability and, in fact,
surpass those
MIKE FLEMING
787 director of services and support
Rolls-Royce Trent 1000s power ANAs initial example of the type
B
o
e
in
g
FIN_270911_008-009 9 22/9/11 18:33:39
AIR TRANSPORT
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aircraft profles for the latest news, infor-
mation and images on civil and military
programmes at ightglobal.com/proles
A
irbus is taking an initial look
at the requirements for in-
creasing A320 production to an
extraordinary 50 aircraft per
month, as it forecasts a strong in-
crease in demand for single-aisle
jets over the next 20 years.
The airframers latest global
market outlook, covering the peri-
od from 2011 to 2030, raises the
new-build single-aisle demand by
7% meaning its A320neo family
will be battling for a share of
19,165 deliveries over the next
two decades.
Speaking at the forecast pres-
entation in London, Airbus chief
operating ofcer for customers
John Leahy said the airframer had
already committed to increasing
production to 42 per month, and
was studying a further rise
to 44.
He said the company was con-
dent about reaching a decision on
such an increase in the not-too-
distant future.
He added that Airbus was
taking a preliminary look at what
might be involved in pushing
the rate up to 50. Airbus had an
A320 backlog of 3,132 at the end
of August.
Engine manufacturers would
probably be able to cope with the
higher rate, Leahy said.
Rival US airframer Boeing,
which is developing its re-engined
737 Max to counter the A320neo,
previously forecast a 10% increase
in demand for single-aisle aircraft
to 23,370 in its own 2011-30
outlook, released in June.
Airbus, however, predicted
single-aisle demand would ac-
count for 71% of deliveries and
43% of the overall $3.2 trillion
passenger jet market. Its forecast
raises the overall 20-year new-
build demand by 2,000 aircraft to
27,848 of which 26,921 are pas-
senger aircraft.
Airbus, which focuses heavily
on the passenger sector in its out-
look, also predicted a strong in-
crease in twin-aisle demand,
raising its forecast by 11% to
6,425 airframes.
Leahy pointed out that slots for
its A350 were becoming scarce,
stating that none were available
until around 2018-19.
But Airbus kept its forecast in
the large-capacity sector that
served by the A380 essentially
static, at 1,331 passenger jets al-
though this estimate is still more
than double the gure of 570
expected by Boeing. O
10
|
Flight International
|
27 September-3 October 2011
PRODUCTION DAVID KAMINSKI-MORROW LONDON
Airbus hints at 50-a-month A320 rate
Airframer cautions over pressure on smaller suppliers as latest forecast predicts demand for nearly 28,000 jets by 2030
CARGO
Freighters barely mentioned as outlook concentrates on passenger jet demand
Airbus concentrated heavily on the
demand for passenger aircraft in its
2011-30 market forecast, but insist-
ed that this did not indicate a lack of
interest in the freighter market.
The European airframer estimated
that 927 new-build freighters would
be needed over the next 20 years a
fgure broadly consistent with com-
petitor Boeings fgure of 970.
Freighters barely warranted a men-
tion in the detailed breakdown, but
Airbuss head of market forecast,
Chris Emerson, stressed there was
no change of focus for the airfram-
er. The freight markets dynamics
were different, he said, and the
sector was a complex topic, which
Airbus planned to address in a
separate forecast.
Airbuss only new-build freighter,
the A330-200F, has not sold well,
compared with the Boeing 777F. The
777F has topped 100 orders,
including 25 this year, against the
A330Fs total of 57 overall.
Chief operating offcer for
customers John Leahy also gave the
frst formal indication that deeper
problems have affected Airbuss ef-
forts to start an A320 passenger-to-
freighter conversion line in Russia.
He said the joint venture with
Russian manufacturer Irkut wasnt
working out well before it was dis-
solved, adding: They hadnt sold
many of the conversions.
Leahy said the A320 conversion
scheme had been put aside for a
while, but added: It doesnt mean
we wont be back in the single-aisle
freight market in the future.
Some 10,500 of the 26,900 new
passenger aircraft deliveries over the
forecast period will go towards replac-
ing current airframes.
Airbus expects nearly 2,200 of
those replaced aircraft to be subse-
quently converted to freighters.
Boeings latest equivalent forecast
had predicted an overall conversion
fgure of 1,990 airframes, and added
that conversions would absorb the
entire demand for small freighters
those with a cargo capacity below
45 tonnes.
The US airframer put total freighter
demand over the next 20 years at
2,960 aircraft, with the balance of
970 being new-build, and a total
value of $250 billion.
Boeing believes the freighter mar-
ket will be the primary source of cus-
tomers for high-capacity aircraft into
which the 747-8F falls with new-
build airframes accounting for nearly
70% of the 1,000 airframes opera-
tors will need by 2030. O
Follow our web coverage of the
airline sector by logging onto
ightglobal.com/airlines
GLOBAL PASSENGER AIRCRAFT DEMAND 2011-30
Fleet size x1,000
Passenger aircraft >100 seats (excluding freighters)
SOURCE: Airbus
Global eet 2011 Global eet 2030
15,002
31,424
0
5
10
15
20
25
30
35
Growth To new operators Replaced Same operator
26,921
16,422
10,499
3,440
1,063
20-YEAR DEMAND BY SEAT CATEGORY
New aircraft
SOURCE: Airbus
Single-aisle Twin-aisle
Seat category
(VLA = A380 or 747)
100 125 150 175 210 250 300 350 400 VLA
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
1,735
3,380
6,429
4,757
2,864
2,362
2,156
1,206
701
1,331
FIN_270911_010 10 21/9/11 20:09:56
AIR TRANSPORT
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CSeries and development and
execution risks, as well as un-
proven performance data.
We did look at the CSeries,
but determined that the training
would be too complex and
expensive for our purposes,
remarked one of the respond-
ents. Despite tepid interest in or-
dering the CSeries in the short-
term, 22% said they were likely
to purchase the aircraft in the
next 10 years or beyond. The
RBC analysts added that, as
additional development mile-
stones are met, CSeries order
traction should strengthen, and
Bombardier will eventually cap-
ture a signicant share of the
100- to 149-seat market, to allow
for a return on the $1.7 billion
the airframer is investing in the
aircraft programme.
We estimate that if Bombar-
dier captures just 20% of the
forecasted market share in the
100- to 149-seat capacity seg-
ment over the next 20 years, a
positive [return on investment]
will likely be obtained, the
analysts said.
Bombardier, in its commercial
aircraft market forecast released
earlier this year, estimated the
100- to 149-seat aircraft eet
would reach some 9,200 aircraft
by 2030. O
14
|
Flight International
|
27 September-3 October 2011
A
nalysts at RBC Capital Mar-
kets have concluded Bom-
bardiers goal of having 300 or-
ders for its new CSeries
narrowbody by entry into service
in late 2013 is at risk.
The Canadian rm reached
this conclusion after surveying
26 airlines, representing roughly
35% of the 100- to 149-seat
aircraft operating globally, to
gauge their interest in ordering
the CSeries.
Eleven of the carriers were
headquartered in North America,
eight in Europe, three in Asia
and four in other regions.
RBC determined those carriers
have signicant interest in the
aircraft, but no real sense of ur-
gency to order the CSeries.
Only 7% of the test group,
said they would be likely to
acquire the CSeries in the next
ve years.
This compares with over
20% of respondents indicating
they would likely purchase Boe-
ings 737, and 18% for the Air-
bus A319neo, the analysts
added. There is signicantly
lower conviction towards the
CSeries than towards its com-
petitors in the near term.
The main driver behind
interest in the CSeries failing to
translate into orders is trepida-
tion over introducing a new eet
type, with 50% of survey re-
spondents ranking eet commo-
nality as their top concern. Other
hurdles included the price of the
U
S Department of Transporta-
tion regulators are proposing
to ban the use of electronic ciga-
rettes on aircraft.
It has submitted a notice of
proposed rulemaking in the Fed-
eral Register, laying out plans to
prohibit electronic cigarettes in
all forms, including electronic ci-
gars and pipes.
Airline passengers have
rights, and this new rule would
enhance passenger comfort and
reduce any confusion surround-
ing the use of electronic cigarettes
in ight, said transportation sec-
retary Ray LaHood.
The DOT is also considering ex-
tending a smoking ban including
electronic cigarettes to charter
ights operated by US and foreign
air carriers with aircraft that seat
19 or more passengers.
Electronic cigarettes cause po-
tential concern because there is a
lack of scientic data and knowl-
edge of the ingredients in elec-
tronic cigarettes, said the DOT.
The Department views its cur-
rent regulatory ban on smoking of
tobacco products to be sufcient-
ly broad to include the use of
electronic cigarettes.
The public is invited to sub-
mit comments on the proposed
ban until 14 November, the DOT
added. O
US to stub out confusing electronic cigarettes
SAFETY GHIM-LAY YEO WASHINGTON DC
AIRFRAMES LORI RANSON WASHINGTON DC
CSeries risks missing order targets
Market analysis of 100- to 149-seat operators reveals reluctance to order new Bombardier twinjet in the short term
PROPULSION GHIM-LAY YEO WASHINGTON DC
Geared turbofan completes initial ight-test programme
Pratt & Whitneys PW1524G engine,
which will power the Bombardier
CSeries, has completed its frst fight
test programme, logging 25 fights
and a total of 115 fight hours.
Results confrmed our earlier
sea level test fndings, validating the
geared turbofans overall engine de-
sign. The engine operated fawlessly,
enabling us to conduct double the
number of fight hours we planned,
said Bob Saia, vice president of
Pratt & Whitneys next generation
product family. Our expanded test
programme enabled us to conduct
additional fight testing, which was
planned for early 2012.
This engine will return to our sea
level test facility in West Palm,
Florida, to continue testing.
The US company had been test-
ing the engine on its Boeing 747SP
fying test bed, at P&W Canadas
Mirabel Aerospace Centre in,
Quebec, since 20 June. Final as-
sembly and testing will also take
place at the facility.
The PW1500G-series engine test
programme will run over the next 16
months with eight test engines,
before certifcation scheduled in
2012 and entry into service in
late 2013. O
SOURCE: RBC
SURVEY NEAR-TERM LIKELIHOOD OF NARROWBODY ORDER
0-5 5-10 10+ 0-5 5-10 10+ 0-5 5-10 10+
Years
Bombardier
CSeries
Boeing
737-700/800
Airbus
A319neo
Defnitely Likely Unlikely Defnitely not
47% 30% 11% 46% 25% 50% 27% 17% 33%
7%
27%
67%
45%
33%
23%
25%
23%
42%
33%
18%
17%
67%
20% 20%
50%
22%
8% 8%
17%
9%
33%
Keep up with our coverage of
the civil aircraft industry online
ightglobal.com/aircraft
Check out David Learmounts
cabin air quality coverage online
ightglobal.com/cabinair
FIN_270911_014 14 22/9/11 16:31:31
AIR TRANSPORT
fightglobal.com
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aircraft profles for the latest news, infor-
mation and images on civil and military
programmes at ightglobal.com/proles
I
nvestigators probing the Yakov-
lev Yak-42 crash in Yaroslavl,
Russia, have revealed the presence
of an apparent braking force on the
aircraft during the take-off run, but
have yet to establish its origin.
The aircraft had entered run-
way 23 at taxiway ve about
300m (984ft) from the beginning
of the strip for the ight to Minsk
on 7 September.
Russias Interstate Aviation
Committee (MAK) said the Yak-42
accelerated to around 89kt
(165km/h) in line with the en-
gine power setting but that the
pitch did not increase when the
crew attempted to lift the nose-
wheel at 100kt, despite elevator
deection of 9-10.
About 6s later the engine
power was increased to a higher
thrust setting. However, MAK
said that despite this setting, the
acceleration slowed signicant-
ly. It added that this might be
explained by the appearance of
an additional braking force, al-
though further tests possibly
using a similar aircraft are need-
ed to determine the magnitude.
Parts of the brake system re-
trieved from the wreckage are
undergoing special examination,
MAK said.
The Yak-42s centre of gravity
was within limits; investigators
have already disclosed that the
aircrafts weight was not exces-
sive, its aps were set to their 20
take-off position and that its
stabiliser was set at the 8.7 pitch-
up position.
MAK said the pilots had
checked all the ight controls,
including the elevator, which
deected cleanly to a pitch-up
position of 21. The last check was
carried out 1min 40s prior to
take-off.
Although the elevator deected
to the pitch-up position during the
take-off roll, said MAK, the aircraft
failed to lift off.
Its speed increased to 124kt,
and evidence at the crash scene
indicates that the jet eventually
became airborne 400m beyond the
end of the runway, with the
elevator deected 13-14 and the
stabiliser set at 9.5 pitch-up. But
the aircraft failed to gain sufcient
height to clear the localiser anten-
na, colliding with the structure
and suddenly pitching up to 20
for a few seconds.
The aircraft did not achieve a
height of more than 5-6m before
banking left and hitting trees and
terrain. Wreckage analysis shows
the aps and slats were in the take-
off conguration, the spoilers were
retracted and the stabiliser was
positioned at about 10 pitch-up.
There was no disconnection of el-
evator control cabling.
Technical investigators are
considering all possibilities for the
additional braking force during
take-off, and the reasons why the
aircraft failed to lift off in time
from the runway, MAK added. O
16
|
Flight International
|
27 September-3 October 2011
Parts of the brake
system retrieved from
the wreckage are
undergoing special
examination
D
escent below the glide path
in poor weather and a failure
to execute a timely go-around
led to the fatal RusAir Tupolev
Tu-134A crash on approach to
Petrozavodsk, Russia, investiga-
tors have concluded.
Russias Interstate Aviation
Committee (MAK) also found
that the aircrafts navigator
who was supposed to aid the
pilots in aligning the aircraft
with the runway was mildly
intoxicated at the time of the 20
June accident.
Only ve of the 52 passengers
and crew survived the crash. The
ight from Moscows Domode-
dovo airport was originally
scheduled to operate through fel-
low Russian carrier RusLine,
with a Bombardier CRJ regional
jet. This ight was cancelled,
and the RusAir Tu-134 was char-
tered to replace the service.
The ight had progressed nor-
mally and the aircraft was about
8min from touchdown when the
crew took full manual control at
an altitude of 8,860ft (2,700m).
The aircraft then continued to
descend towards a cleared height
of 500m.
However, as it made its right-
hand base turn to Petrozavodsks
runway 02, the aircraft drifted
4km to the left of the centreline.
MAK said strong south-easter-
ly winds of 17kt (31km/h) prob-
ably contributed to the jet being
off course. Discussions between
the pilot and navigator led the
crew to try correcting the ight-
path by bearing right.
This reduced the drift but as
they deployed aps the Tu-134
gained height, rising to 550m. It
overew the outer marker at
385m, about 55m too high, and
the crew increased the rate of de-
scent to regain the glide path.
As the height reduced the
wind weakened, but the crew
did not compensate with a head-
ing correction and the Tu-134
drifted to the right of the
approach. MAK said the crew
appeared to be referring to a
satellite positioning system
which was prohibited during ap-
proach. The aircraft descended
well below the desired path, it
added, and the co-pilot failed to
warn about the steep approach.
Weather conditions in the
immediate vicinity were sub-
stantially different from those
relayed to the crew, with low
cloud and fog reducing visibility
to 500-700m.
Despite failing to make visual
contact with the ground, the
crew did not execute a missed
approach. The aircraft struck
25m-high trees, 1.2km short of
the runway. It was some 270m to
the right of the centreline.
MAK said the aircrafts crew
descended below minimum safe
altitude while in poor weather
and in absence of seeing the ap-
proach lights of the airport or
other landmarks. There had been
poor communication and a lack
of crew resource management.
The navigator had a mild de-
gree of alcoholic intoxication,
while the co-pilot appeared to
have been left out of the com-
mand loop, MAK added. O
Braking mystery at heart of Yak-42 crash inquiry
INVESTIGATION DAVID KAMINSKI-MORROW LONDON
Flightglobal
25km
20km
16km
284
30
6.8km
Deviation distance from
approach path
PETROZAVODSK TU-134
APPROACH CRASH
PE
AP
ETROZAVODSK TU-134
PPROACH CRASH
6km 6km
6.8km 6 8km
25km 25km
20km 20km
3330
D i ti di t f
11
Runway 02
Drift over centreline
and impact
17
Off track
by 4km
Too high over
outer marker
rapid descent
OPERATIONS ALAN DRON & DAVID KAMINSKI-MORROW LONDON
Tu-134 drifted before fatal approach
Navigators intoxication among fndings after crew failed to execute go-around despite absence of visual ground contact
Read our up-to-the-minute news
on safety developments online
ightglobal.com/safety
FIN_270911_014 16 22/9/11 14:43:15
AIR TRANSPORT
fightglobal.com
Check out our collection of online dynamic
aircraft profles for the latest news, infor-
mation and images on civil and military
programmes at ightglobal.com/proles
Boeing has the incumbent advan-
tage because it can keep improv-
ing the existing 777.
Udvar-Hazy, who has worked
closely with the manufacturer
since it began studying a new air-
craft in this market segment sever-
al years ago, is encouraging Airbus
to make improvements to the
A350-1000. Concentrating on the
larger -1000 and delaying the serv-
ice entry of the smaller A350-800
is a wise move, he said.
In addition, high oil prices have
somewhat spiked the case for the
-800. For Udvar-Hazy, the existing
Airbus product in this category is
still a valid option. A330s can do
a lot of what the -800 can do for a
lower capital cost, he said.
Airbus is taking a more cau-
tious course, said Udvar-Hazy. If
it doesnt get the -1000 right it
doesnt have anything between
the -900 and the A380.
The A350 is the big volume
widebody market for Airbus [in
terms of units], he said. It is the
backbone of its widebody strategy
going forward.
According to Udvar-Hazy, the
priority for Airbus is to develop
the A350-900 and -1000 family
further to be able to compete ef-
fectively with Boeings 787-9 and
777 families. O
18
|
Flight International
|
27 September-3 October 2011
A
ir Lease Corporation chief ex-
ecutive Steven Udvar-Hazy
has echoed concerns expressed by
Gulf carriers Emirates and Qatar
Airways over the performance of
the revamped Airbus A350-1000.
Speaking to Flight International
at the ISTAT Europe nance con-
ference in Barcelona, he referred
to the types battle against the Boe-
ing 777-300ER and said: Airbus
is going to have to work really
hard with Rolls-Royce to come up
with the right recipe to make this
airplane really competitive.
Airbus outlined performance
changes to the A350-1000 while at
the Paris air show in June, with
the main one being the use of a
higher-thrust Rolls-Royce Trent
XWB powerplant.
The concern we have now is
the planned engine for the -1000 is
not interchangeable on the -900
XWB there is a lack of common-
ality, he said.
In common with the Gulf carri-
ers, Udvar-Hazy is concerned
about the performance of the
A350-1000, especially in hot and
high conditions such as those in
the Middle East.
Airbus has to tackle payload
range [with the -1000] not only in
the context of a full passenger load
but it also needs good freight ca-
pacity because airlines need that
revenue in the belly, he said.
It is critical that the -1000 does
not fall short of the 777-300ER,
which is the performance bench-
mark in this category, he said.
M
TU Aero Engines is likely to
become a partner in a
planned AVIC Commercial Air-
craft Engine (ACAE) programme
to build an alternative powerplant
for the Comac C919 narrowbody.
The German engine subassem-
bly manufacturer and mainte-
nance provider and AVICs Shang-
hai-based engine subsidiary have
inked an agreement for possible
co-operation on a future power-
plant for the C919, which has been
called the CJ1000.
As a rst step, the two compa-
nies want to conduct a feasibility
study into how the medium-thrust
engine can be built in China. This
study, due to be nalised in
November, will determine the
engines basic structure and pa-
rameters, said MTU. While the
C919 will initially be equipped
with CFM International Leap-1XC
engines, the Chinese engine is ex-
pected to follow at a later stage.
The rst ight for the C919 is
scheduled for 2014, with entry
into service due to follow two
years later.
When ACAE was set up in
2009, the company said that the
Chinese engine would be available
in 2016.
MTU has a 50:50 joint venture
overhaul shop with China
Southern Airlines for CFM Inter-
national CFM56 and International
Aero Engines V2500 powerplants
in Zhuhai. O
A
ir
b
u
s
Air France-KLM is taking A350-900s but -1000 sales are stalled
AIRFRAMES MARK PILLING BARCELONA
A350-1000 yet to convince Air Lease
Udvar-Hazy presses for more improvements to Airbuss largest twinjet after citing concerns over powerplant commonality
Keep up to date with the world
of air transport by logging onto
ightglobal.com/airtransport
Germanys MTU seeks C919 second engine role
POWERPLANTS MICHAEL GUBISCH LONDON
NARROWBODIES
Lessor ACG gives Max and Neo an enthusiastic reception
US lessor Aviation Capital Group is
preparing orders for both the Boeing
737 Max and Airbus A320neo, and
is also considering taking the A350-
900 twinjet.
Were defnitely a buyer, Boeing
is aware of that, said John Feren,
ACG executive vice-president, speak-
ing at the ISTAT Europe air fnance
conference in Barcelona. There is a
scrum of leasing companies trying
to get to the frst in the line.
ACG is also working on the con-
tract with Airbus to confrm an order
for the A320neo, said Feren. It is
on our agenda to get it done its a
2011 project.
The company has been given a
delivery stream from Airbus but
frst deliveries would likely be from
2017 at the earliest. Feren added
that ACG is looking at frm orders of
30-50 for both aircraft types.
ACG expects to have more defni-
tion on the performance specifca-
tion of the 737 Max in the next six to
eight weeks, or at least a satisfac-
tory amount of defnition to make an
order, he said. The main areas of
uncertainty are the engine confgura-
tion and fan size.
The 737 Max is going to be
pretty close to the [A320neo] in per-
formance terms, said Feren.
He added that the company was
looking at a further departure from
its core narrowbodies, with a pos-
sible A350 acquisition although
probably through sale-and-lease-
back: Were just starting our analy-
sis, but the A350-900 seems to be
the sweet spot of the market. O
FIN_270911_016 18 22/9/11 14:42:20
fightglobal.com
For free access to Flights Defence
e-newsletter visit ightglobal.com/
defencenewsletter
SHOW
REPORT
The Air Force Associations annual convention was held from 19-21
September in Washington DC. The event attracted a crowd of visitors
and exhibitors, demonstrating a wide variety of defence equipment
and cutting-edge technology, but the services leadership, including
Secretary of the Air Force Michael Donley (pictured), offered few
answers about budget cuts and modernisation programmes.
Show report from Stephen Trimble
AFA 2011
U
S
A
ir
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20
|
Flight International
|
27 September-3 October 2011
U
S Air Force leaders have given
rm and explicit backing to
the services Boeing KC-46A tank-
er, Lockheed Martin F-35A ghter
and next-generation bomber pro-
grammes, against a backdrop of
sweeping new budget cuts.
There is no question we face
difcult choices, but with these
priorities rmly in mind, we can
still advance air force capabili-
ties, Secretary of the Air Force
Michael Donley said in a keynote
speech on 19 September.
Also including military satel-
lites, his list of top priorities left at
least four other major programmes
in limbo, awaiting the services
next moves in acquisition or
T
he US Department of Defense
is considering further tweaks
to the Lockheed Martin F-35 pro-
curement account in its scal year
2013 budget request, with Secre-
tary of the Air Force Michael
Donley expecting the programme
to be adjusted again.
In the past two years, the DoD
has removed 246 F-35s from its
FY2011-17 spending plan, repre-
senting a 34% cut. Fresh reduc-
tions are expected, despite state-
ments of support from the USAF
and US Congress.
Simply put, there is no alter-
native to the F-35 programme. It
must succeed, Donley said.
But the DoD and key lawmak-
ers continue to review the pro-
grammes budget, over concerns
about the overlap of its develop-
ment and production phases.
In a report on the FY2012
budget, the Senates appropria-
tions committee warned that 167
to 229 aircraft could be delivered
before the F-35s hardware is fully
qualied. The DoD could face a
bill of up to $2.29 billion to modi-
fy the aircraft, the committee said,
adding that the programmes fu-
ture could be in jeopardy if costs
are not brought under control.
But Tom Burbage, Lockheeds
executive vice president for the
F-35, said the costs could be sig-
nicantly lower. The company
plans to start building aircraft
using the nal production hard-
ware conguration next year. O
DEVELOPMENT
Trainers and helicopters
stuck in USAF budget limbo
Despite pressure, air force leaders reiterate support for tanker and fghter programmes
budget processes. Neither Donley
nor USAF chief of staff Gen Nor-
ton Schwartz mentioned the serv-
ices commitment to the T-X ad-
vanced jet trainer project, or for
new light attack trainers, common
vertical lift support programme
(CVLSP) utility helicopters or re-
placement combat search and res-
cue (CSAR) helicopters.
But if competitors for these pro-
grammes were discouraged by the
lack of support, it was not obvious
in the exhibit hall.
BAE Systems announced team-
ing up with Northrop Grumman
Technical Services for the T-X pro-
gramme, which seeks to replace
about 450 Northrop T-38C Talons.
Northrop would manufacture
the Hawk 128/T2 in the USA
under the pact.
The agreement leaves Alenia
Aeronautica still without a US-
based manufacturing partner for
the proposed T-100 version of the
M-346. We have a lot of options,
said John Young, chief executive
of Alenia North America.
Lockheed displayed a model of
the Korea Aerospace Industries
T-50 Golden Eagle, while Boeing
unveiled a concept image for a V-
tailed, all-new trainer, which
could be available for use after
around 2020.
The contract award date for a
new light air support eet has,
meanwhile, been delayed from
September until November, hav-
ing originally been scheduled for
announcement in June.
The air force has received bids
from the Embraer/Sierra Nevada
A-29 Super Tucano and the Hawk-
er Beechcraft/Lockheed AT-6.
However, a planned follow-on
contract to buy light attack and
armed reconnaissance trainers for
the USAF is now in jeopardy, with
the House of Representatives and
the Senate both considering
proposals to eliminate funding for
the programme.
In the rotorcraft sector, the
release of a draft request for
proposals for the CVLSP require-
ment remains overdue, while the
budget to launch the CSAR pro-
gramme next year has yet to be
fully claried. O
PROCUREMENT
DoD considers
further tweaks
to F-35 plan
To fnd out more about the F-35,
see our online profle at
ightglobal.com/f-35 Funding issues could thwart the AT-6s light attack prospects
H
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FIN_270911_020-021 20 22/9/11 12:39:22
fightglobal.com
AFA 2011
SHOW REPORT
Indian air force
swoops for Saras
DEFENCE P22
27 September-3 October 2011
|
Flight International
|
21
T
he US Air Force may have a
difcult time nding more
than one aircraft manufacturer to
compete for replacing its Boeing
VC-25A, Air Force One eet, in
a few years.
The services long-range budg-
et plans anticipate releasing a
request for proposals for a
presidential aircraft replacement
(PAR) contract in the third
quarter of scal year 2015, ac-
cording to budget documents
released last February.
EADS North America once
considered offering the Airbus
A380 to replace two 747-200-
based VC-25As, but it is no longer
clear if the company is willing to
participate in a competition.
Earlier this year, Boeings 767-
based KC-46A defeated an
HEAD OF STATE TRANSPORT
EADS uncertain on Air Force One bid
European contender may not participate in presidential aircraft replacement contest, clearing way for Boeing solution
A330-200-based proposal to re-
place the air forces oldest KC-135
tankers. The VC-25A replacement
programme does not t within
EADSs long-term growth strategy
for the North American market,
which is focused on establishing
777 or 787. Four years ago, the air
force requested data on all three
types for an analysis of alterna-
tives, along with information
about the A380 and A350.
The PAR requirement has been
quiet for several years, but was
highlighted by Secretary of the
Air Force Michael Donley on
19 September.
We have recognised for sever-
al years now that the Air Force
One replacement is out there in
our future, he said. Were being
asked to look at the status of our
forces beyond the ve-year future
defence plan [FYDP], and we
have to be mindful of whats just
outside the FYDP. O
a permanent manufacturing and
service base on US soil, the
company said.
If the A380 is withheld, the
USAFs only available options
will be Boeing products, includ-
ing VIP versions of the 747-8I,
Get more from AFA on Stephen
Trimbles The DEW Line blog:
ightglobal.com/dewline
Norway warns JSM decision is critical for F-35 buy
WEAPONS
DEVELOPMENT
Lockheed Martin stays in dogght to
replace AMRAAM, HARM missiles
N
orwegian rm Kongsberg has
warned that the country
needs a commitment from the
US government within six
months to integrate a national-
specic missile on the Lockheed
Martin F-35, or it could with-
draw from the programme.
A Lockheed Martin/Northrop
Grumman team has revealed plans
to compete for a contract to replace
Raytheons AIM-120 AMRAAM and
AGM-88 HARM missiles, despite
being shut out of a series of
technology development
contract awards.
Lockheed displayed a notional
concept for the US Air Forces next
generation missile requirement,
and expects the service to release
a request for proposals to industry
in late 2012, said Chuck Morant,
the companys manager of strike
weapons business development.
So far, Norway has received
no assurance that the Kongsberg
joint strike missile (JSM) will be
integrated as part of the Block 4
software update on the F-35 in
2019. The absence of such a
commitment could prompt the
Norwegian parliament to reject
an expected request early next
year from the nations defence
ministry to buy an initial four
F-35s, in order to launch training
activities in 2016.
That is what I think is the
critical issue [for the Norwegian
parliaments decision], said
Bjorne Bjune, Kongsberg vice
president of business develop-
ment. That decision needs to
be forthcoming.
Integrating the JSM as the Nor-
wegian F-35s primary surface-
to-air missile system killer is
considered an absolute require-
ment by Oslo, Bjune said.
Norway has already invested
$1 billion to adapt its naval strike
missile design into the air-
launched JSM, and is planning
to spend a further $200 million.
Oslo wants the US Depart-
ment of Defense to spend $20
million to integrate the JSM on
the F-35 Block 4, and would
match this contribution with an
equal amount.
Tom Burbage, Lockheeds
executive vice-president for the
F-35, said that the JSM integra-
tion decision must then be made
by a committee of operational
advisers to the F-35 joint
programme ofce.
But Bjune said the commit-
tees decision-making process
will be too slow to support the
Norwegian parliaments vote
next year.
Kongsberg and the Norwegian
government want the ofce of
the US secretary of defence to
commit to the JSM integration
plan, ahead of the advisory
committees process.
If the missile integration is ap-
proved, Kongsberg plans to
launch ight tests of the JSM in
2015-16, Bjune said. O
Previously referred to as the joint
dual-role air dominance missile, the
long-range weapon is being de-
signed for internal carriage by the
Lockheed F-22 and F-35 for use
against aircraft and surface-to-air
missile systems.
Boeing and Raytheon last year
received awards from the US
Defense Advanced Research
Projects Agency to complete a sup-
porting advanced missile demon-
stration programme. This covers
work on a new directional warhead
and a new kind of seeker with an
integrated fuse. O
Oslo wants the US
Department of
Defense to spend $20
million to integrate
the JSM on the F-35
R
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e
s
The process to replace the VC-25A fleet should start in 2015
FIN_270911_020-021 21 22/9/11 13:09:56
DEFENCE
fightglobal.com
For free access to Flights Defence
e-newsletter visit ightglobal.com/
defencenewsletter
22
|
Flight International
|
27 September-3 October 2011
I
ndias air force will buy 15 Na-
tional Aerospace Laboratories
(NAL) Saras multi-role transports,
with the 14-seat aircraft to be em-
ployed as trainers.
The twin-engine, push-prop
aircraft will be produced by Hin-
dustan Aeronautics in Bengaluru,
an industry source said. Three
will be delivered in 2014, fol-
lowed by four in each of the fol-
lowing three years.
The air force will use the air-
craft to train ight crews for types
including the Antonov An-32,
Boeing C-17 and Ilyushin Il-76.
However, the source suggested
that it could ultimately acquire 50
Saras for use across a range of
roles. About 25 could also be ac-
quired by the Indian navy for use
as land-based coastal patrol as-
sets, with a navalised version at
the preliminary design stage, and
likely to be rolled out in 2014.
Indias Saras aircraft was own
for the rst time in 2004, some
18 years after the programmes
inception.
Three prototypes have been
produced so far, with the latest
featuring a new glass cockpit and
reduced weight via the use of
composite tails and wings and
fewer bulkheads.
A production order from the
air force would deliver a major
boost for the Saras programme,
which is still recovering from the
crash of the second prototype
in 2009.
All three crew members died
in the accident, which investiga-
tors said happened after the mili-
tary test pilots attempted to re-
light an engine with insufcient
recovery altitude. O
A
ustralia will in late Septem-
ber launch a further review
of its NH Industries MRH90 mul-
ti-role helicopter programme,
with the ndings to be reported
by the end of October.
The Australian army has
accepted just 13 MRH90s so far
for testing and initial crew
training from a 46-aircraft order,
with transmission oil-cooler fan
failures and the poor availability
of spares having plagued the
programme.
The eet was also grounded
for three months last year,
while the Department of Defence
and industry investigated the
reasons behind the in-ight fail-
ure of a Rolls-Royce/Turbomeca
RTM322 engine.
A new inspection regime and
other measures were introduced
after the event was attributed to
compressor blades fracturing
after coming into contact with
the engine casing.
To examine whether further
action is necessary to remediate
the project, the new diagnostics
review will build on an assess-
ment conducted by the Defence
Materiel Organisation last April.
This recommended that the
Department of Defence should
work with prime contractor
Australian Aerospace to address
problems.
Separately, the Royal Austral-
ian Navy is to lease three Bell
429 training helicopters from
Raytheon Australia under a $26
million deal also including sup-
port and maintenance. The new
aircraft will be introduced in
2012 and own for around a
combined 1,500h annually for
four years, said minister of
defence materiel Jason Clare.
They will be used to train
crews for the navys MRH90s
and future Lockheed Martin/
Sikorsky MH-60Rs. O
G
rob Aircraft has secured a
launch customer for its
G120TP, with the Indonesian air
force to operate the type as an el-
ementary and basic trainer.
Announcing its selection on
19 September, Grob said a
contract signature is expected
within the next few weeks. The
deal is likely to be for around 18
aircraft, for delivery from 2012.
In addition to supplying the
turboprop-powered aircraft, the
company will also provide a
computer-based ground training
system, mission brieng and de-
brieng equipment, embedded
cockpit simulation capability
and a full package of mainte-
nance support.
Jakartas new aircraft will sup-
port its air forces introduction of
eight Embraer EMB-314 Super
Tucano armed turboprops, or-
dered in June 2011. O
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The first three of the 14-seat type will be delivered in 2014
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The armys 13 aircraft are used for test and training activities
PROCUREMENT GREG WALDRON SINGAPORE
Indian air force swoops for Saras
Service to buy an initial 15 push-prop transports to support crew training, in major boost for NALs indigenous project
For more regional coverage,
go to our Asian Skies blog
ightglobal.com/asianskies
Australia advances MRH90 review
HELICOPTERS GREG WALDRON SINGAPORE TRAINERS
Grobs G120TP
takes off with
launch order
Read our fight test report on
Grobs G120TP turboprop at
ightglobal.com/g120tp
FIN_270911_022 22 21/9/11 15:06:38
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FIN_270911_047-049:Flight Rec Template Q& 22/9/11 12:24 Page 48
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flightglobal.com 27 September - 3 October 2011 | Flight International | 49
RECRUITMENT ADVERTISEMENT FOR CIVIL SERVICE VACANCY
CIVIL AVIATION DEPARTMENT, HONG KONG
Senior Operations Officer (Senior Operations Inspector)
Salary: Master Pay Scale Point 45 (HK$82,975 approximately US$10,637 per month*) to Master Pay Scale Point 49 (HK$95,595 approximately US$12,255 per
month*) (See Note 1) (*Based on exchange rate HK$7.8 = US$1) (subject to fluctuation) plus Non-accountable Cash Allowance of (HK$26,480 approximately
US$3,395 per month*) (subject to periodic revision) and Gratuity
Entry Requirements: Candidates should have (a) (i) a current Airline Transport Pilots Licence (ATPL) (Aeroplane) (See Note 2) with eight years relevant post-licence
experience and at least 5,000 hours of commercial transport flying experience of which a minimum of 3,000 hours should be on civil transport multi-engine
aeroplanes; or (ii) an International Civil Aviation Organization (ICAO) contracting states Commercial Pilots Licence (CPL) (Aeroplane) with Multi-engine 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 (b) strong command of written and spoken English.
Note (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.
Note (2): A current ATPL (Aeroplane) should include a current Class One Medical Certificate.
Note (3): 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.
Note (4): Candidates should submit their application forms together with an Experience Resume by fax or 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/recuitment.html)
Duties: Senior Operations Officer (Senior Operations Inspector) is mainly deployed on flight operations matters including (a) conducting station facilities, ramp and
base inspections, and other safety oversight inspections of the Air Operators Certificates (AOC) holders to ensure that the operators documentation with respect to
operations and training manuals, and all other instructions to operating staff are in compliance with the established policies and standards; (b) observing professional
pilot training, monitoring standards and ensuring that the training is carried out in accordance with all relevant legislation; (c) examining persons for appointment as
authorized examiners for the grant of Private Pilot Licence and handling matters on Flying Training Organization and ground training courses; and (d) investigation
of aircraft accidents and incidents. (You are required to travel extensively on duty and work irregular hours)
Terms of Appointment: A new recruit will normally be appointed on civil service agreement terms for three years. Upon completion of agreement, he/she may be
considered for appointment on the prevailing permanent terms.
Fringe Benefits: Upon satisfactory completion of the full agreement period, you will be granted a gratuity for the period of service. 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 gratuity payable for the agreement will be the sum which, when added to the Governments contribution to the said MPF scheme, equals
15% of the total basic salary of the substantive office drawn during the period of agreement. 18 days of annual leave, medical and dental benefits are also provided.
For housing benefits, there is a Non-accountable Cash Allowance, currently at HK$26,480 per month (approximately US$3,395 per month*) subject to periodic
revision.
Closing Date of Application: 14 October 2011.
General Notes:
(a) Persons who are not permanent residents of 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) 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.
(c) 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.
(d) 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.
(e) The information on the maximum pay point is for reference only and may be subject to changes.
(f) Fringe benefits include paid leave, medical and dental benefits, and where appropriate, assistance in housing.
(g) 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.
(h) 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.
(i) 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 enquiry address.
(j) Civil service vacancies information contained in this column is also available on the GovHK on the Internet at http://www.gov.hk.
(k) 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. 1/2011)] can be downloaded from the Civil Service Bureau of the Hong Kong Special Administrative Regions
(HKSAR) web site (http://www.csb.gov.hk). On-line application can also be made through the said web site. Candidate must state clearly the details of professional
qualification obtained on the application forms and attach the Experience Resume.(See Note 4) 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. 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 further information or an application form, please
write to the Administration Division, Civil Aviation Department, 46/F, Queensway Government Offices, 66 Queensway, Hong Kong (Fax No. (852) 2868 9867) or
e-mail to recruitment@cad.gov.hk, quoting reference CAD PR/5-25/62 (2011).
FIN_270911_047-049:Flight Rec Template Q& 22/9/11 12:25 Page 49
50 | Flight International | 27 September-3 October 2011 ightglobal.com
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050_FIN061009.qxd:062_FIN120509 22/9/11 10:56 Page 50
WORKING WEEK
fightglobal.com
If you want to feature in Working
Week, or know someone who
does, email murdo.morrison
@ightglobal.com a brief de-
scription of yourself and your job.
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Managing to full airport potential
For more employee work experi-
ences, visit ightglobal.com/
workingweek
Medweth: re-establishing ights to the UK is a priority
WORK EXPERIENCE KAREN MEDWETH
Karen Medweth has been involved in airport management for most of her aviation career. Having spent time in
the UK, she is back in her native Canada as director of air services and marketing at Toronto-Hamilton Airport
What are you responsible for in
your role as director of air
services and marketing?
The role is wide ranging, and
that is one of reasons why I enjoy
it. As the title implies, air service
development is one of the most
signicant responsibilities and
entails identifying new route op-
portunities for both passenger
and cargo sectors. I also oversee
the marketing and communica-
tion activities at the airport, and
we put quite a lot of focus on
working with our local catch-
ment area to support new and
existing passenger routes. As so-
cial networking is so important
in the travel sector, signicant
time is spent exploring how best
to utilise the leading online so-
cial sites such Facebook, Twitter,
LinkedIn, etc.
What is the most challenging
part of your role, and whats the
part that you enjoy most?
With the global economic slow-
down, and the fact that Toronto-
Hamilton International airport
sits in a very competitive envi-
ronment, developing new busi-
ness is a real challenge. However,
its also probably the part I enjoy
the most it feels a little like a
puzzle sometimes, and you have
to address all of the concerns of
the airlines, of our board, of our
passengers and once all the piec-
es are in place, you get a new
route. Its then very satisfying to
see that schedule do well and
have the passengers and airline
very happy with the service.
Which areas of Hamilton Airport
are you interested in developing
and why?
Toronto-Hamilton International
has such great potential. We are
well positioned on the cargo side
to contribute to the strong goods-
movement industry in the area
and the planned multi-tenant
cross-dock facility will help grow
this part of the business. The air-
port is also the anchor tenant for
the Airport Employment Growth
District, which is being devel-
oped by the city to attract further
investment in the area. I think the
airport can be a real economic
driver for the region.
The other area is, of course, the
passenger market. Toronto-Hamil-
ton has very strong connections to
the UK and re-establishing ights
there is a priority. We are also well
positioned between the two largest
tourist attractions, downtown To-
ronto and Niagara Falls, so charter
trafc does very well here; Im an-
ticipating that well increase this
sector over the next few years.
27 September-3 October 2011
|
Flight International
|
51
When did you become involved
in aviation and why? What
attracted you to the airport side
of the business?
My father used to drag me to air-
strips as a kid, and Ill always re-
member going to Arthur, Ontario,
to a small grass strip that was
home to a glider club. It wasnt
high excitement at seven years
old, but something must have
stuck, and Ive been interested in
aviation ever since.
Airports are fascinating plac-
es: theres the persistent air of
anticipation that exists and
while they are large, immovable
assets, they connect with loca-
tions all over the world. For me,
it was natural to pursue a career
in the airport sector.
What does your average week
consist of?
Most weeks, Ill spend quite a bit
of time working with the airlines
either our existing carriers like
CanJet and WestJet, or meeting
with those we are working to es-
tablish new routes with. We are
pursing domestic, USA and inter-
national schedules, so juggling
the time zones can be an interest-
ing challenge. Toronto-Hamilton
Airport also has a signicant cargo
presence, and part of the week is
always focused on that sector. We
are in the process of developing a
new multi-tenant facility to attract
freight forwarders and cargo carri-
ers, which results in lots of meet-
ings with suppliers, contractors
and future partners.
Opportun|t|es for Land|ng Gear Des|gn,
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