If it is important to have the right tools for the job, then if the job changes so must the tools. Since the size of Japan's satellites is evolving away from the capabilities of its current launchers, the country's space agency is drawing up plans for a new family of medium to heavy rockets. The Japan Aerospace Exploration Agency (JAXA) also thinks it can build launchers that are cheaper than its H-IIA workhorse. And the requirement for new development is emerging as the country moves toward its first manned space missions (see p. 48).
It is not easy to persuade scientists to let you try out your fancy new engine on their spacecraft. What if it fails? Tens of millions of dollars of instruments will float uselessly in space or burn up in the atmosphere. But until the Japanese engineers developing a rocket engine fueled by liquefied natural gas (LNG, mostly methane) find a host spacecraft, they will not be able to demonstrate the reliability required to go along with its expected performance advantages.
Among JAXA's major space transportation development programs, the one with the most assured future is the Epsilon, a solid-propellant rocket that is now well into the detailed design phase and is due for a first launch in 2013.
The Russian aerospace industry has big plans for its commercial aircraft sector, but bringing them to fruition is proving difficult. United Aircraft Corp. (OAK) Chief Executive Mikhail Pogosyan argues that “in 10 years we could become one of the top three leaders in aircraft manufacturing, with balanced presence in all three main segments,” including commercial airliners. By 2025, he hopes that OAK—which combines Russia's aircraft makers under one umbrella—can capture up to 10% of the world commercial aircraft market.
Sept. 12—A&D Finance Europe. London. Sept. 14-15—Airlines/MRO/Aircraft and Engine Lessors: “The Tricky Triangle.” Dublin. Sept. 26—Aircraft Composite Repair Management Forum. Madrid. Sept. 27-29—MRO Europe 2011. Madrid. Sept. 28—MRO Military Europe. Madrid. Oct. 12-13—Fifth Edition of Lean Six Sigma for MRO Forum. San Francisco. Oct. 20-21—MRO IT Conference and Showcase. Chicago. Oct. 24-26—A&D Programs. Phoenix. Nov. 2-3—Engine MRO Forum. Istanbul.
Aug. 13-17—American Association of Airport Executives' 53rd Annual Northeast Chapter Conference. Sheraton Atlantic City (N.J.) Convention Center Hotel. See www.necconference.org Aug. 16-18—Association of Unmanned Vehicle Systems North America 2011 Convention. Washington Convention Center. Call +1 (703) 845-9671 ext. 213 or see www.symposium.auvsi.org/auvsi11/public/enter.aspx Aug. 16-21—MAKS 2011 International Aviation and Space Salon. Aviasalon JSC, Flight Research Institute, Moscow. Call +7 (495) 787-66-51 or see www.aviasalon.com
The U.S. may have remedied its manufactured federal budget crisis by finally raising its self-imposed ceiling on government debt, but it has not come through unscathed. Default surely would have sent the nation and much of the world into recession again. However, had Congress not acted, it hardly would have been the only time in recent days that Washington had shot itself in the foot.
NASA is betting the $2.5 billion Mars Science Lab (MSL) mission on a “Sky Crane” landing technique that lowers the big Curiosity rover to the surface from a hovering platform. Scientists hope the rover will make important discoveries about the planet's past and present habitability. Our report on MSL and related exploration developments begins on page 38. NASA JPL/Caltech illustration by Pat Rawlings/Eagle Applied Sciences.
It was with great sadness that I read the final words on the shuttle program, “Spaceflight Interrupted” (AW&ST July 18-25, p. 68). I joined NASA when it was still NACA and experienced all the launches in one way or another. In 1971, before “shuttle” appeared in our lexicon, I attended a meeting in Boston by the former aeronautics and astronautics organization.
The space shuttle program was undertaken to extend our reach, to see what was possible—to look forward. It has made its mark on history, in both stunning success and heartbreaking failure. Now it is time to enshrine the orbiters in places of honor and look forward. Morgan Hill, Calif.
There has been much discussion regarding the difficulty faced by Boeing in crafting a landing gear redesign needed to raise ground clearance on the 737 to accommodate the most modern large-fan engines, whether from Pratt or CFM. What about a redesign with gear that are outwardly identical and fold identically, but that after extension use a telescoping tube main strut to further extend?
After reading “Revival in the Air?” (AW&ST July 11, p. 49), I can't help but believe that Paul W. Litchfield of Goodyear Tire and Rubber Co. and Hugo Eckener of Luftschiffbau Zeppelin GmbH must be smiling from above. The two men formed the Goodyear Zeppelin Co. in Akron, Ohio, in late 1923. Truly, the more things change the more they remain the same. Check historian and zeppelin expert Henry Cord Meyer's “Airshipmen, Businessmen and Politics 1890-1940” for some fascinating background.
I find it hard to believe that the U.S. Air Force Academy will use a Cirrus to introduce its cadets to the thrill and excitement of flying, as mentioned in an Inside Business Aviation column item, “Enter The T-53A” (AW&ST July 11, p. 54). I assume the goal of most cadets is to pilot high-performance airplanes. This requires attention to detail and other critical skills that I question being learned in a Cirrus. Perhaps the academy is training the next generation to just sit in windowless rooms guiding UAVs.
Re: San Francisco Bureau Chief Michael Mecham's Aviation Daily post “Memories Of 787 Factored In 737 Decision” Stealth says: “Boeing officials say a 42-aircraft rate at Airbus is not the same as 42 at Boeing because Airbus takes August off. Boeing says 42 at Airbus translates as 40 per month at Boeing.”
In response to International Editor Robert Wall's Ares Defense blog post: “Plaaf Su-27 Going U-2 Hunting?” Rick-Joe wrote: The Chinese side says the U-2 crossed west of the center line before Flankers drove it back . . . Interesting how the Chinese are the belligerents in this situation. jackjack responds:
Mark Bitterman has been named senior VP-government affairs for Space Exploration Technologies (SpaceX) in the Washington office. He was senior VP-government and external relations at Orbital Sciences Corp.
Paulo Penido Marques has become CFO of Brazil-based Embraer. He succeeds Cynthia Marcondes Ferreira Benedetto, who is leaving the company. Marques has worked for Citibank, BankBoston, J.P. Morgan and Brazilian industries Usiminas, Cosipa and CSN.
Ralph Eisenschmid, Omar Matar, Steve Wilks and Mohamed Juman (see photos) are among key management appointments at Mena Aerospace Enterprises of Bahrain. Eisenschmid has been promoted to CEO from chief operating officer and acting CEO. Matar is the new general manager after retiring from 31 years with Gulf Air, where he was head of inflight services. Wilks has become general manager of MAE Aircraft Management, Mena's airline division. He was head of operations at an Indonesian airline. Juman is the new managing director of Mena.
Meredith Siegfried (see photo) has been elected to succeed Bill Peacher as CEO of Nordam, Tulsa, Okla. Peacher will remain as a board member and financial consultant.
Rafael Echevarne is expected to become director of economics and program development for Montreal-based Airports Council International in September. He will succeed Andreas Schimm, who will remain in Europe. Echevarne was director of his own airport economics and management consultancy and worked for Ferrovial, Copenhagen Airports, Abu Dhabi Airports Co. and Airways Corp. of New Zealand.
Rob Wigington (see photo) has joined the Metropolitan Nashville (Tenn.) Airport Authority as VP and chief operating officer, succeeding Monty Burgess, who retired in June. Wigington was deputy director of the Houston Airport System.
Rudy Quevedo has been appointed deputy director of technical programs at the Flight Safety Foundation, Alexandria, Va. He was director of safety at North American Airlines.
