Severe defense budget austerity setting in across Europe is adding pressure on the region's aerospace and defense suppliers to belt-tighten and streamline operations.
Amy Svitak (Boise, Idaho), Michael Bruno (Washington)
President Barack Obama's ambitious export-control reform initiative faces hurdles in Congress, where politics and policy could slow the first serious attempt to overhaul the nation's cumbersome and antiquated U.S. arms export-licensing system in over a decade.
International Aero Engines is starting design and integration work on a new, more rugged version of the V2500 turbofan for Embraer's KC-390 transport aircraft, following the Brazilian manufacturer's formal selection of its engine.
If you are keeping score of political brinkmanship in Washington over FAA funding—which appears to have simultaneous games being played at different levels—it can be hard to determine who is winning and who is losing. Or, perhaps more accurately, it is hard to tell who is losing the most.
Rising fuel costs are once again raising the specter of airline consolidation in Europe, but also driving Europe's low-fare sector to employ capacity control measures to withstand the pressure on their cost base. “You will see the consolidation process continue” as a result of high fuel costs, says Ryanair CFO Howard Miller. And he's not alone. “We have entered a phase in aviation of very high fuel prices,” says Alex Cruz, CEO of Vueling Airlines. “We think there will be some consolidation.”
Airbus has delivered its 800th A330 and it appears this type will remain the mainstay of many airlines' fleets for decades, especially if the manufacturer can be convinced to develop it further. The 800th A330 was delivered to Hainan Airlines Group on July 13. “To date, over 1,140 A330s have been ordered,” Airbus says.
NASA will try a completely new—and scary—technique to land the largest rover yet on the surface of Mars next year, in a spot that scientists hope will tell them whether the planet can, or ever could, support life. Crews from the Jet Propulsion Laboratory (JPL) and Kennedy Space Center are in the final stages of preparing the $2.5 billion Mars Science Laboratory (MSL) for an Atlas V launch to the red planet as early as Nov. 25. If all goes as planned, the probe will reach Mars next August and begin its harrowing 6-min. descent through the atmosphere.
The European Space Agency (ESA) is considering a plan to scale back or eliminate the entry, descent and landing element of a robotic science mission to Mars in 2016, a cost-saving measure that could bolster a more ambitious joint U.S.-European rover mission to the red planet two years later.
Russia will return to deep space exploration this year with a mission designed to return samples from Phobos, one of the moons of Mars. The Phobos-Grunt mission was initially scheduled for launch in 2009, but was postponed at the last minute–officially due to the need for additional testing. In mid-July the head of the Russian space agency, Roscosmos, Vladimir Popovkin, announced that the launch will take place this November. “There will be no more slippages,” he stressed.
Buoyed by the success of their first lunar probe three years back, India's space scientists are planning an ambitious sequel in 2013 that may establish the groundwork for a future robotic mission to Mars. Drawing on Russia's long experience exploring planetary surfaces, including the upcoming mission to the Martian moon Phobos, India's second lunar mission, Chandrayaan-2, will consist of a domestic spacecraft and rover, with a Russian landing platform that underscores the international aspect of India's budding planetary exploration program.
The European defense industry is expected to pay a high price for an error that happened more than 25 years ago. In the summer of 1985, France couldn't reach an agreement with Germany, the U.K., Italy and Spain on paving the way for a next-generation combat aircraft jointly developed and produced by a cross-border consortium. In addition, Sweden still was convinced it could retain its long-established political independence in terms of armaments.
A few have tried, but almost all have failed—airlines' flirtations with business jet ventures, that is. Pan Am, Fed Ex, American Airlines and most recently, Lufthansa, were all involved in business jet sales, service or direct operations, but all exited the activity eventually. And who can forget Avolar, United Airlines' controversial fractional jet program, which it aborted before first flight?
The obituaries correctly noted he was a two-term governor of Rhode Island; a decorated World War II B-17 pilot; a Harvard Law School graduate who was a U.S. attorney in Washington before going into private practice; and then president/CEO of the Outlet Co., which he turned into a major broadcaster.
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. 12—Aeropodium's Third Annual Business Aviation in Latin America Summit. Congonhas Airport, Sao Paulo. Also, Sept. 8-9—Second Annual European Corporate Aviation Summit. Swedish Air Force Museum, Linkoping. See www.aeropodium.com Aug. 13-17—American Association of Airport Executives' 53rd Annual Northeast Chapter Conference. Sheraton Atlantic City (N.J.) Convention Center Hotel. Call +1 (609) 641-3833 or see www.necconference.org
The commercial-aircraft industry is pretty proud of its record of improving fuel efficiency over time. The rate has slowed somewhat in recent years, but the reduction in fuel burn is claimed to be running at about 1% each year. However, that improvement comes not in small annual installments, but in large step-changes every couple of decades as new aircraft types are introduced. That is why Boeing's decision to follow Airbus in re-engining its narrowbody family is so significant.
Is aviation on a leash? It could be, if the industry does not meet “grand challenges” to its long-term growth. These include developing fuel-efficient aircraft, commercializing low-carbon fuels, enabling flexible airspace, and creating breakthroughs in electric propulsion and low-cost space access. Developing quiet supersonics, as illustrated by this Lockheed Martin low-boom concept, is another challenge. For more on the concepts featured in this special report that begins on page 44, visit Aviation Week's technology blog Leading Edge, at aviationweek.com/leadingedge
“Private Mica” (AW&ST June 27, p. 51), regarding Rep. John Mica (R-Fla.) wanting to privatize the Transportation Security Administration (TSA), illustrates two aphorisms: Those who ignore history are doomed to repeat it; and, ideology trumps common sense—at least, more often than we'd like. Wasn't the TSA created as a government body because the private security system that was operating at our airports on Sept. 11, 2001, let the hijackers through without a careful check, leading to the conclusion that the government had better do the government's business?
I agree with the majority of the premises in “Open Season” (AW&ST June 27, p. 60). Open architectures are mostly a good thing. Much of my career was as a software engineer in technologies defined by industry standards. The standards-driven model usually does deliver better results to customers than a narrowly proprietary approach, but caution is warranted.
As someone involved with NASA at a senior level, I am troubled by the path our space plan is on, “Spacecraft Slowdown” (AW&ST May 30, p. 30). After a massive investment in the International Space Station, we must now pay Russia $63 million per seat for ISS crew transport. This is risky: Prices could skyrocket; U.S. access could be halted during world political crises; Soyuz could be grounded for technical reasons; ISS could need repairs, but our inability to access, repair and re-boost it would result in its loss, like Skylab.
Having served in towers I can appreciate why controllers, especially those on graveyard shifts, fall asleep—sheer boredom. Until there is a cure for boredom, controllers will continue to fall asleep on the job. Flemington, N.J.
Senior Space Editor Frank Morring, Jr.'s “Atlantis Launch Opens KSC For New Business” brought out the ironists. Gaetano Marano writes: Tourists will come to the space center to see relics of when NASA was able to build and launch the Saturn V to go to the Moon . . . perhaps also the center can be used for crocodile hunting . . . bird watching . . . .Vegas-style casinos.
Kudos to Web Editor Sean Meade, and of course to all of you who help make Ares so lively and topical. It was named a 'Top 10 Defense Blog' by Defense IQ, who lauded it as: “A seminal defense technology blog that [provides] the latest updates on global air forces, ordnance . . . etc. Ares is . . . an essential read for any military professionals operating in the aerospace field.”
The Business Aviation Now Blog got some buzz related to BCA's Senior Editor Fred George's “Fighter Pilot Wanna-Be Buzzes Mountain Bikers” and accompanying video. mikeskaggs writes: Why [assume it's] an Albatross based in San Diego? I could have been a transient aircraft. mwil chimes in:
Paul Galleberg has been appointed VP-legal affairs and John McDonald VP-corporate communications at US Airways. Galleberg was general counsel, chief operating officer and principal at Berylian Capital. McDonald was director of operations and hub communications at United Airlines.
